A control method of a vehicle, a vehicle, a medium, a device, and a product

Abstract

The embodiment of the application discloses a kind of control method of vehicle, vehicle, medium, equipment and product, control method includes: response to the activation signal of the mode of exploring path, the road surface grade of the road surface in front of vehicle, the adhesion state of wheel and ground and the scene of exploring path where vehicle is located;According to road surface grade and adhesion state, brake request is generated;According to the scene of exploring path, target speed is determined;According to brake request and target speed, vehicle travel is controlled.The embodiment of the application generates brake request by obtaining road surface grade and wheel adhesion state, realizes active brake intervention based on road surface perception and wheel posture, overcomes the defect of relying on subjective judgment of driver, simultaneously according to the scene of exploring path, target speed is determined, brake request and target speed are synergistically controlled in combination, so that vehicle is smoothly and stably responded in dangerous scene, and the driving safety and stability are improved.

Description

Technical Field

[0001] This application belongs to the field of intelligent driving of automobiles, and specifically relates to a vehicle control method, a vehicle, a storage medium, an electronic device, and a computer program product. Background Technology

[0002] With the increasing popularity of off-road exploration, vehicles often need to face unfamiliar and complex road environments. In such scenarios, the driver's operation is often relied upon to control the vehicle speed.

[0003] Existing vehicles often employ torque control mode to control speed during low-speed off-road driving. However, when the vehicle is climbing, changes in throttle opening directly cause fluctuations in drive torque, resulting in drastic changes in vehicle speed. This makes it difficult for the driver to precisely control the speed using the accelerator pedal. Consequently, improper driver operation or vehicle vibrations can easily lead to accidental acceleration, causing the vehicle to lurch forward, posing a serious safety hazard and making it impossible to safely and stably control the vehicle.

[0004] Therefore, there is a lack of a control scheme in the existing technology to prevent the vehicle from lurching forward during off-road exploration, so as to control the vehicle's movement stably and safely. Summary of the Invention

[0005] The purpose of this application is to provide a vehicle control method, vehicle, medium, device, and product that can solve the problem that existing vehicle control schemes are prone to vehicle lurching forward during off-road exploration, making it impossible to control the vehicle's movement safely and stably.

[0006] In a first aspect, embodiments of this application provide a vehicle control method, the method comprising: In response to the activation signal of the exploration mode, the road surface level in front of the vehicle, the adhesion status between the wheels and the ground, and the exploration scenario in which the vehicle is located are obtained. A braking request is generated based on the road surface grade and the adhesion state; Determine the target rotation speed based on the described exploration scenario; The vehicle is controlled to move according to the braking request and the target speed.

[0007] Optionally, before acquiring the road surface grade, wheel-to-ground adhesion state, and the road exploration scenario in response to the activation signal of the exploration mode, the method further includes: The activation signal is generated in response to a first activation command triggered by the user on the interactive terminal, or in response to a second activation command generated after the vehicle is in a preset trigger scenario.

[0008] Optionally, the step of acquiring the road surface grade, wheel-to-ground adhesion state, and the road exploration scenario in response to the activation signal of the exploration mode includes: In response to the activation signal, an activation command is sent to the drive motor; After the drive motor completes the speed control mode switch according to the activation command, a valid speed signal is generated; In response to a valid speed signal, the vehicle is controlled to enter the exploration mode and acquire road surface grade, adhesion status, and exploration scenario.

[0009] Optionally, obtaining the road surface grade of the road surface in front of the vehicle includes: Obtain real-time road information ahead of the vehicle; The real-time road surface information is compared with the preset road surface information to determine the road surface grade.

[0010] Optionally, obtaining the adhesion state between the wheel and the ground includes: Obtain the load torque and motor speed of all drive motors; The adhesion state between the wheel and the ground is determined for each drive motor based on its load torque and motor speed.

[0011] Optionally, the pathfinding scenario in which the vehicle is located is obtained, including: Obtain the vehicle's operating parameters; The exploration scenario is determined based on the driving condition parameters. The exploration scenario includes a slope scenario, a turning scenario, a hump scenario, or a reverse gear downhill scenario.

[0012] Optionally, generating a braking request based on the road surface grade and the adhesion state includes: Obtain the vehicle's wheel speed and overall speed; When the road surface is a cliff and any one wheel is in the air, the target braking force is determined based on the difference between the wheel speed and the vehicle speed, and a braking request containing the target braking force is generated.

[0013] Optionally, when the exploration scenario is a ramp scenario, determining the target rotation speed based on the exploration scenario includes: Get the current road slope angle; The target speed is obtained by correcting the preset speed determined based on the throttle opening according to the slope angle.

[0014] Optionally, when the pathfinding scenario is a turning scenario, determining the target rotation speed based on the pathfinding scenario includes: Obtain the vehicle's steering angle; The calibration coefficient is determined based on the steering angle; The target speed is obtained by correcting the preset speed determined based on the throttle opening according to the calibration coefficient.

[0015] Optionally, when the exploration scenario is a hump scenario, determining the target rotation speed based on the exploration scenario includes: Obtain vehicle acceleration information; When the direction of the vehicle's acceleration is determined based on the acceleration information, the slope angle is obtained; The target speed is obtained by correcting the slope angle based on the preset speed determined by the throttle opening.

[0016] Optionally, when the exploration scenario is a downhill slope in reverse gear, determining the target rotation speed based on the exploration scenario includes: Obtain the current road slope angle and brake pedal opening; The feedforward torque is determined based on the slope angle; The unloading amount is determined based on the brake pedal opening. The output torque of the drive motor is determined based on the feedforward torque and the unloading amount. The target speed is determined based on the output torque.

[0017] Secondly, embodiments of this application provide a vehicle for implementing the steps of the vehicle control method as described in the first aspect.

[0018] Thirdly, embodiments of this application provide a storage medium that stores computer instructions, which, when executed by a computer, are used to perform the steps of the vehicle control method as described in the first aspect.

[0019] Fourthly, embodiments of this application provide an electronic device including at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the steps of the vehicle control method as described in the first aspect.

[0020] Fifthly, embodiments of this application provide a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of the vehicle control method as described in the first aspect.

[0021] In this embodiment, the vehicle, in exploration mode, acquires the road surface grade and wheel-ground adhesion state of the road ahead, and generates a braking request based on the road surface grade and adhesion state. This achieves active braking intervention based on road surface perception and wheel posture, overcoming the shortcomings of existing technologies that rely on the driver's subjective judgment, resulting in the inability to intervene in time. Simultaneously, the target speed is determined according to the exploration scenario, and the vehicle's movement is controlled in conjunction with the braking request and the target speed. This achieves synergy between drive control and braking control, avoiding control problems that may arise from single braking intervention. This allows the vehicle to respond smoothly and stably in dangerous scenarios. Therefore, this embodiment can actively perform braking intervention during off-road exploration when the vehicle faces a dangerous road surface and the wheel posture is abnormal, preventing the vehicle from lurching forward or running off course to a certain extent, thus improving the safety and stability of vehicle driving. Attached Figure Description

[0022] Figure 1 This is a structural block diagram of a vehicle control system provided in an embodiment of this application; Figure 2 This is a flowchart illustrating the steps of a vehicle control method provided in an embodiment of this application; Figure 3 This is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0025] The vehicle control method provided in this application will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.

[0026] Reference Figure 1This is a structural block diagram of a vehicle control system provided in an embodiment of this application, including an interactive terminal 1, a vehicle controller 2, a drive motor 3, radar and camera 4, and a braking system 5. The vehicle control system is used to implement a vehicle control method provided in this embodiment. The interactive terminal 1 is preferably a large screen.

[0027] Reference Figure 2 This is a flowchart illustrating the steps of a vehicle control method provided in an embodiment of this application, specifically including the following steps: Step 201: In response to the activation signal of the exploration mode, obtain the road surface grade of the road surface in front of the vehicle, the adhesion state between the wheels and the ground, and the exploration scenario in which the vehicle is located. In this embodiment of the application, after receiving the activation signal of the exploration mode, the vehicle controller 2 will obtain the road surface grade of the road surface in front of the vehicle, the adhesion state between the wheels and the ground, and the exploration scenario in which the vehicle is located.

[0028] Among them, the road surface grade refers to the type of road surface in front of the vehicle determined based on the data collected by radar and camera 4. In this embodiment of the application, it can be divided into two grades: cliff and non-cliff. The adhesion state refers to the contact and force between the wheel and the ground, which is used to determine whether the wheel is airborne. The exploration scenario refers to the current driving condition of the vehicle, including but not limited to the slope scenario, turning scenario, hump scenario, and reverse gear downhill scenario.

[0029] Step 202: Generate a braking request based on the road surface grade and the adhesion state; In practical applications, when drivers are exploring off-road routes, they may suddenly accelerate when encountering obstacles due to unfamiliarity with the road surface, resulting in excessive torque and high speed. If there is a cliff ahead and the wheels are off the ground, the vehicle is very likely to run off the cliff, causing a serious safety accident.

[0030] Therefore, in this embodiment, the vehicle controller 2 makes a comprehensive judgment based on the road surface grade and adhesion status. When the road surface grade is a cliff and the wheel adhesion status is lost (i.e., the wheel is in the air), a braking request is generated. The braking request refers to the instruction sent by the vehicle controller 2 to the braking system 5 to request the execution of hydraulic braking action.

[0031] It should be noted that a braking request will only be generated after the vehicle enters exploration mode, and both the road surface level (cliff) and the wheels being off the ground must be met simultaneously; neither condition can be omitted. If the road surface level is not a cliff, or if the wheels are not off the ground, no braking request will be generated, and the vehicle will continue to crawl forward to explore.

[0032] To facilitate vehicle control decisions, in this embodiment, the braking request includes a state parameter, which can take two values: one is a requested state when the road surface is a cliff and the wheels are in the air; the other is a non-requested state. In other words, the braking request always exists, and whether it participates in vehicle control depends on the state parameter within the braking request.

[0033] Step 203: Determine the target rotation speed based on the described exploration scenario; In this embodiment, since the vehicle's body posture and force conditions differ under different exploration scenarios, the same rotational speed may lead to different driving effects in different scenarios. Therefore, it is necessary to determine the corresponding target rotational speed for different exploration scenarios. The target rotational speed refers to the desired rotational speed value sent by the vehicle controller 2 to the drive motor 3, and the drive motor 3 operates with the goal of maintaining this target rotational speed.

[0034] Step 204: Control the vehicle's movement according to the braking request and the target speed.

[0035] In this embodiment, after generating a braking request, the vehicle controller 2 sends the braking request to the braking system 5, causing the braking system 5 to perform hydraulic braking. Simultaneously, it sends the target rotational speed to the drive motor 3, causing the drive motor 3 to output driving force. The vehicle controller 2 coordinates the vehicle's operation by controlling both the braking system 5 (for braking) and the drive motor 3 (for outputting driving force), ensuring the vehicle travels safely and stably during road exploration.

[0036] Specifically, when the braking request is not requested, the vehicle only creeps forward with the driving force output by the drive motor 3 in response to the target speed. When the braking request is requested, the braking system 5 applies hydraulic braking force to brake the vehicle. At the same time, the drive motor 3 still responds to the limited driving torque output after the target speed is reached to cooperate with the braking, so that the vehicle can be smoothly braked and stopped when it is close to the cliff and the wheels are in the air, preventing it from rushing off the cliff.

[0037] Furthermore, when the road surface is a cliff and the vehicle controller 2 has generated a braking request, if the driver simultaneously depresses the brake pedal, the braking system 5 will simultaneously receive both the driver's pedal braking request and the vehicle controller 2's hydraulic braking request. To ensure braking safety, the vehicle controller 2 arbitrates the two requests, taking the larger value as the final braking request and outputting it to the braking system 5 for execution. This ensures that while prioritizing the driver's braking, the system will not fail to brake effectively due to insufficient braking force from the driver.

[0038] In this embodiment, the vehicle, in exploration mode, acquires the road surface grade and wheel-ground adhesion state of the road surface ahead, and generates a braking request based on the road surface grade and adhesion state. This achieves active braking intervention based on road surface perception and wheel posture, overcoming the shortcomings of existing technologies that rely on the driver's subjective judgment, resulting in the inability to intervene in time. Simultaneously, the target speed is determined according to the exploration scenario, and the vehicle's movement is controlled in conjunction with the braking request and the target speed. This achieves synergy between drive control and braking control, avoiding control problems that may arise from single braking intervention. This allows the vehicle to respond smoothly and stably in dangerous scenarios. Therefore, this embodiment can actively perform braking intervention during off-road exploration when the vehicle faces a dangerous road surface and the wheel posture is abnormal, preventing the vehicle from lurching forward or running off course to a certain extent, thus improving the safety and stability of vehicle driving.

[0039] In one embodiment of this application, before acquiring the road surface grade, wheel-ground adhesion state, and the road exploration scenario in response to the activation signal of the exploration mode, the method further includes: The activation signal is generated in response to a first activation command triggered by the user on the interactive terminal, or in response to a second activation command generated after the vehicle is in a preset trigger scenario.

[0040] In this embodiment of the application, the activation of the exploration mode includes two cases: manual activation by the user and automatic activation by the control system, in order to generate an activation signal.

[0041] Specifically, for manual activation by the user, the user can actively trigger the first activation command through the exploration mode control on the interactive terminal 1. The interactive terminal 1 sends the first activation command to the vehicle controller 2, and the vehicle controller 2 generates an activation signal in response to the first activation command.

[0042] Regarding the automatic activation of the control system, the system monitors the vehicle's driving status and environmental information in real time. When it detects that the vehicle is in a preset trigger scenario, it automatically generates a second activation command, which in turn generates an activation signal. The preset trigger scenarios include, but are not limited to: navigation determining that the vehicle has entered unmarked roads such as mountains or forests; the vehicle is driving continuously at low speeds and making frequent turns; and the forward-facing camera identifies unpaved roads, such as gravel roads or dirt roads.

[0043] In addition, by combining vehicle location and historical trajectory, when it is determined that the vehicle is entering a data-free area for the first time or deviating from the existing trajectory, the system will proactively recommend the exploration mode to the driver and generate an activation signal after obtaining driver confirmation, or automatically trigger it when preset safety conditions are met.

[0044] In one embodiment of this application, after controlling the vehicle to drive according to the braking request and the target speed, the control method further includes: When the vehicle is stationary and the user triggers the exit command for the exploration mode on the interactive terminal 1, the interactive terminal 1 sends an exit signal for the exploration mode to the vehicle controller 2, and the vehicle controller 2 controls the vehicle to exit the exploration mode in response to the exit signal. Alternatively, in response to the system recognizing that the vehicle has left the exploration scenario, the vehicle controller 2 automatically controls the vehicle to exit the exploration mode.

[0045] In one embodiment of this application, the step of acquiring the road surface grade, wheel-ground adhesion state, and the road exploration scenario in response to the activation signal of the exploration mode includes: In response to the activation signal, an activation command is sent to the drive motor; After the drive motor completes the speed control mode switch according to the activation command, a valid speed signal is generated; In response to a valid speed signal, the vehicle is controlled to enter the exploration mode and acquires the road surface grade, adhesion status, and exploration scenario.

[0046] In this embodiment, the vehicle controller 2 responds to the activation signal by sending an activation command to the drive motor 3. The activation command is an instruction to switch the drive motor 3 from torque control mode to speed control mode; speed control mode refers to the control mode in which the drive motor 3 operates with the goal of maintaining a preset speed / target speed; the valid speed signal is a confirmation signal fed back to the vehicle controller 2 by the drive motor 3 after completing the speed control mode switch, indicating that the drive motor 3 is ready and can operate in response to the target speed.

[0047] In existing technologies, vehicles often use torque control mode when driving off-road at low speeds. This means that the throttle opening directly determines the output torque of the drive motor. Changes in throttle opening directly cause fluctuations in drive torque, resulting in rapid changes in vehicle speed with changes in throttle. It is difficult for the driver to accurately control the vehicle speed, and improper operation or vehicle bumps can easily lead to accidental pressing of the accelerator, causing the vehicle to lurch forward.

[0048] To avoid the aforementioned problems, this embodiment employs a speed control mode to control the drive motor 3 in the exploration mode. In this speed control mode, the drive motor 3 operates with the goal of maintaining a target speed. The throttle opening is only used to adjust the target speed within a very small range, and the range of change in the target speed is limited to keeping the vehicle within the creeping speed range. Therefore, changes in the throttle opening will not cause significant fluctuations in the drive torque.

[0049] Specifically, after the interactive terminal 1 triggers the activation of the exploration mode, the interactive terminal 1 sends an exploration mode activation signal to the vehicle controller 2. The vehicle controller 2 sends a speed control activation command and a preset speed to the drive motor 3. The drive motor 3 completes the switch from torque control mode to speed control mode according to the command, and after the switch is completed, it feeds back a valid speed signal to the vehicle controller 2. After receiving the valid speed signal, the vehicle controller 2 can confirm that the drive motor 3 is ready, and then controls the vehicle to enter the exploration mode and feeds back to the interactive terminal 1 that the exploration mode status has been activated.

[0050] Since the drive motor 3 in the exploration mode operates in the speed control mode, the drive motor 3 always operates with the goal of maintaining the target speed. When the driving resistance or load is large, the drive motor 3 automatically increases the torque to maintain the target speed, ensuring that the vehicle speed does not change drastically with the throttle during the exploration process, while maintaining the climbing ability of low speed and high torque.

[0051] After the vehicle controller 2 receives the valid speed signal from the drive motor 3, that is, after confirming that the drive motor 3 has switched to the speed control mode and is ready, it will control the vehicle to enter the exploration mode. Furthermore, the road surface level, adhesion status and exploration scenario will only be acquired after the vehicle enters the exploration mode, so as to avoid premature activation of the sensing function before the drive motor 3 is ready, which would lead to invalid data or abnormal control.

[0052] It should be noted that the preset speed mentioned above is an initial target speed pre-calibrated based on the throttle opening. This preset speed is the basis for subsequently adjusting the target speed according to the road exploration scenario. There is a corresponding relationship between the preset speed and the throttle opening. The vehicle sends different preset speeds according to the throttle opening, but the range of variation of the preset speed under different throttle openings is limited to keep the vehicle within the creep speed range and will not change significantly due to changes in throttle opening.

[0053] Preferably, the maximum preset speed can be set to 500 rpm. The gradient of the preset speed change under different throttle openings is controlled by the throttle opening, but the overall change range is extremely small, ensuring that the vehicle speed remains basically near the creeping speed when the throttle changes, and that the vehicle speed does not change drastically due to large changes in throttle opening. Based on this preset speed, the vehicle controller 2 then adaptively corrects the preset speed according to different road exploration scenarios to obtain the final target speed.

[0054] This embodiment of the application switches the drive motor from torque control mode to speed control mode, enabling the drive motor to operate with the goal of maintaining a preset speed / target speed. It also limits the range of preset speed variation to within the creeping speed range under different throttle openings, fundamentally avoiding the problem of vehicle speed lurching caused by throttle fluctuations in torque control mode. Furthermore, by confirming that the drive motor has completed the mode switch and provided a valid speed signal before entering the exploration mode, it ensures that the drive motor is already in a speed control ready state when the vehicle enters the exploration mode, providing a reliable speed basis for subsequent road perception and scene-adaptive speed correction.

[0055] In one embodiment of this application, obtaining the road surface grade of the road surface in front of the vehicle includes: Obtain real-time road information ahead of the vehicle; The real-time road surface information is compared with the preset road surface information to determine the road surface grade.

[0056] In this embodiment of the application, the road surface grade of the road surface in front of the vehicle can be obtained in the following two ways: One approach is to use radar and camera 4 to collect real-time road information in front of the vehicle. The radar and camera 4 then compare the collected real-time road information with preset road information stored in the system. Based on the comparison results, the road level in front of the vehicle is determined, and the determined road level is sent to the vehicle controller 2 via the Controller Area Network (CAN).

[0057] Another approach is to use radar and camera 4 to collect real-time road information in front of the vehicle and send the collected real-time road information to vehicle controller 2 via CAN network. Vehicle controller 2 then compares the received real-time road information with preset road information stored in the system and determines the road level in front of the vehicle based on the comparison result.

[0058] It should be noted that the methods for determining road surface grade are the same in both of the above methods: comparing real-time road surface information with preset road surface information. The only difference lies in the subject performing the comparison process. Road surface grade includes two categories: cliff and non-cliff. When the comparison result shows that the road surface ahead is flat or has a sudden change in depth, the road surface grade is determined to be cliff; otherwise, the road surface grade is determined to be non-cliff.

[0059] Specifically, based on images of the road surface ahead of the vehicle, the system compares these images with a pre-reserved image library. Through image feature matching, it identifies the type and condition of the road surface and determines the corresponding road level. For example, when the camera scans an area ahead that is suspended in mid-air, the system classifies that area as a cliff level.

[0060] This application embodiment uses radar and cameras to collect real-time road information in front of the vehicle and compares it with pre-stored data in the system to achieve automatic identification of the road surface level ahead. This enables the vehicle to perceive in advance whether there is a dangerous road surface such as a cliff, providing reliable perception input for subsequent braking judgment based on road surface level. It avoids the risk of the vehicle running off a cliff due to the driver's obstructed vision or misjudgment.

[0061] In one embodiment of this application, obtaining the adhesion state between the wheel and the ground includes: Obtain the load torque and motor speed of all drive motors; The adhesion state between the wheel and the ground is determined for each drive motor based on its load torque and motor speed.

[0062] In this embodiment of the application, in order to determine the adhesion state of each wheel in the vehicle to the ground, since there is a one-to-one driving relationship between each drive motor 3 and the corresponding wheel, that is, each drive motor 3 independently drives one wheel, the load torque and motor speed of the drive motor can directly reflect the adhesion between the corresponding wheel and the ground. Therefore, it is necessary to obtain the load torque and motor speed of all drive motors 3 to determine whether the wheel corresponding to each drive motor 3 has the characteristic of having speed but no torque, and then determine whether the adhesion state of each wheel to the ground is that there is adhesion or completely lost adhesion.

[0063] Specifically, for each drive motor 3, when the load torque of the drive motor is less than a preset torque threshold and the motor speed is greater than a preset speed threshold, it indicates that the wheel corresponding to the drive motor 3 is in a state of essentially no torque and still having speed, meaning that the wheel has completely lost ground adhesion, i.e., the wheel is airborne; otherwise, it indicates that the wheel still has ground adhesion, i.e., the wheel is not airborne. The preset torque threshold can be set to a value close to zero torque, such as 5 N·m, and the preset speed threshold can be set to a value significantly greater than zero, such as 50 r / min, to accurately distinguish between the normal ground-based drive state and the airborne state of the wheel.

[0064] It should be noted that vehicles in off-road exploration scenarios are usually four-wheel drive models. Considering that when a vehicle is driving on undulating roads, due to changes in the vehicle's posture, at most only two wheels will be in the air at the same time, such as two diagonal wheels in the cross-axle condition, or two front axle wheels / two rear axle wheels in the air at the same time. Therefore, the embodiments of this application can identify only two attachment states: single wheel in the air and two wheels in the air. This is sufficient to cover the main risk conditions in off-road exploration scenarios, without having to consider the extreme cases of three or four wheels in the air at the same time.

[0065] This application embodiment obtains the load torque and motor speed of each drive motor, and uses the characteristic of having speed but no torque to accurately determine whether each wheel is airborne. This provides an accurate and reliable basis for generating braking requests based on the adhesion state, avoids dependence on wheel speed sensors or vehicle posture sensors, reduces system costs, and improves the real-time performance and accuracy of airborne state determination.

[0066] In one embodiment of this application, obtaining the pathfinding scenario in which the vehicle is located includes: Obtain the vehicle's operating parameters; The exploration scenario is determined based on the driving condition parameters. The exploration scenario includes a slope scenario, a turning scenario, a hump scenario, or a reverse gear downhill scenario.

[0067] In this embodiment, to accurately identify the current exploration scenario of the vehicle and adaptively adjust the target speed for different scenarios, it is necessary to obtain the vehicle's driving condition parameters to determine the exploration scenario based on these parameters. Driving condition parameters refer to physical parameters characterizing the vehicle's current driving state and body posture, including but not limited to slope angle, steering angle, longitudinal acceleration, yaw rate, wheel speed, vehicle speed, and gear signal. Exploration scenarios include slope scenarios, turning scenarios, hump scenarios, or reverse downhill scenarios. A slope scenario refers to a scenario where the vehicle is traveling on a road with a significant slope (uphill or downhill), requiring correction of the target speed based on the slope angle. A turning scenario refers to a scenario where the steering wheel angle is large and the vehicle is turning. A hump scenario refers to a scenario where the vehicle is traveling on a continuously undulating road surface (such as a continuous hump). A reverse downhill scenario refers to a scenario where the vehicle is in reverse gear and traveling on a downhill section.

[0068] For example, when the slope angle is greater than a preset angle threshold, it can be identified as a ramp scenario; when the absolute value of the steering angle is greater than a preset angle threshold, it can be identified as a steering scenario; when the longitudinal acceleration direction changes and the estimated slope value changes rapidly, it can be identified as a hump scenario; when the gear is reverse and the slope angle is less than zero (i.e., downhill), it can be identified as a reverse downhill scenario.

[0069] This application embodiment obtains the vehicle's driving condition parameters and identifies the exploration scenario accordingly, enabling the vehicle controller to determine the target speed based on the specific scenario in which the vehicle is currently located. This avoids the potential for inaccurate speed control that may result from using a uniform target speed in all scenarios, and provides a scenario recognition basis for speed correction in different exploration scenarios, thereby improving the adaptability and accuracy of speed control in complex off-road conditions.

[0070] In one embodiment of this application, generating a braking request based on the road surface grade and the adhesion state includes: Obtain the vehicle's wheel speed and overall speed; When the road surface is a cliff and any one wheel is in the air, the target braking force is determined based on the difference between the wheel speed and the vehicle speed, and a braking request containing the target braking force is generated.

[0071] In this embodiment of the application, the required wheel speed and vehicle speed of the vehicle are extracted from the aforementioned driving condition parameters to determine the current actual motion state of the vehicle, and then the appropriate braking force is determined accordingly when the braking triggering conditions are met.

[0072] When the two triggering conditions of a cliff-like road surface and any one wheel being airborne are met, the target braking force is determined based on the difference between wheel speed and vehicle speed, and a braking request incorporating this target braking force is generated. Since wheel speed may change abruptly the moment a wheel is airborne, such as suddenly increasing or decreasing, calculating the difference between wheel speed and vehicle speed reflects the current wheel slippage state in real time. This allows for the determination of a reasonable braking force, ensuring that the applied target braking force is effective in dangerous situations without causing loss of vehicle control due to excessive or insufficient braking force.

[0073] Specifically, the difference between wheel speed and vehicle speed is calculated. When the difference is large, it indicates severe wheel slippage, and a larger target braking force can be calibrated to quickly suppress the vehicle's forward momentum. When the difference is small, a smaller target braking force can be calibrated to achieve smooth braking. Preferably, a mapping table between the difference between wheel speed and vehicle speed and the target braking force can be pre-constructed. The target braking force corresponding to different difference ranges is pre-calibrated and stored in the vehicle controller 2. During actual control, the target braking force matching the current difference can be quickly obtained by looking up the table, improving the control response speed.

[0074] In one example, when the road surface is classified as a cliff and the left front wheel is detected to be airborne, the corresponding target braking force is obtained by looking up a table based on the difference between the current wheel speed and the vehicle speed, a braking request containing the target braking force is generated and sent to the braking system 5.

[0075] This application embodiment calibrates the target braking force by acquiring wheel speed and vehicle speed and calculating the difference between the two, thereby achieving refined control of the braking request quantity. This avoids the sudden changes in vehicle posture and passenger discomfort caused by using the maximum braking force under all triggering conditions. At the same time, the difference between wheel speed and vehicle speed reflects the wheel slip state in real time, enabling the braking force to be adaptively adjusted according to the actual degree of danger, thus ensuring both smoothness and comfort while guaranteeing safe braking.

[0076] In one embodiment of this application, when the pathfinding scenario is a ramp scenario, determining the target rotation speed based on the pathfinding scenario includes: Get the current road slope angle; The target speed is obtained by correcting the preset speed determined based on the throttle opening according to the slope angle.

[0077] In this embodiment, when the exploration scenario is a slope scenario, it means the vehicle is currently traveling on a road surface with a significant slope. In this case, it is necessary to obtain the current road slope angle to correct the preset engine speed determined based on the throttle opening, thereby determining the final target engine speed. Preferably, the preset engine speed is cosine corrected based on the slope angle.

[0078] Similarly, the required current road slope angle can be extracted from the aforementioned driving condition parameters as input parameters for correction calculations.

[0079] Taking a scenario where the front axle is on a slope and the rear axle is on a flat surface as an example, if the front and rear axles are on roads with different inclines, and the front and rear axle motors are sent with the same speed, the wheels on the front axle, being on a slope, will have less rolling resistance than the rear axle. This will cause the actual speed of the front axle to be higher, resulting in the front axle motor outputting negative torque and the rear axle motor outputting a large positive torque. The excessive torque output of the rear axle motor will lead to poor control accuracy, making the vehicle prone to overshooting the slope.

[0080] To prevent the vehicle from rolling uphill, the preset speed of the front axle drive motor needs to be cosine corrected based on the slope angle. Specifically, the target speed for the slope scenario is calculated using the following formula: N1=n / cosθ Here, N1 is the target speed of the drive motor on the ramp in the ramp scenario, specifically the target speed of the front axle drive motor. n is the preset speed, and θ is the ramp angle. Since cosθ decreases as θ increases within the range of 0° to 90°, N1 increases as θ increases. That is, the larger the ramp angle, the greater the increase in target speed, thereby compensating for the speed deviation caused by the ramp, increasing the target speed of the front axle motor, and making the actual speeds of the front and rear axles more consistent, and the torque output of the front and rear axle motors more balanced.

[0081] Similarly, when the front axle is on a plane and the rear axle is on a slope, the cosine correction formula mentioned above is also applied to the rear axle drive motor to correct the preset speed of the rear axle drive motor on the slope, so as to ensure that the actual speeds of the front and rear axles are consistent.

[0082] This embodiment of the application obtains the slope angle and corrects the preset speed, so that the target speed of the drive motor on the slope adaptively increases with the slope angle, which compensates for the speed deviation caused by the slope, avoids the problem of uneven control caused by some motors producing negative torque and some motors producing excessive positive torque due to the inconsistency of the actual speeds of the front and rear axles, ensures the balance of torque output of the front and rear axle drive motors, and improves the driving stability and passability of the vehicle in slope scenarios.

[0083] It should be noted that in the aforementioned slope scenario, there is a special case: when the vehicle performs braking operations on a steep slope, to prevent the vehicle from rolling back due to insufficient hydraulic braking force alone, the vehicle controller 2, upon detecting that the brake pedal is depressed, still sends a small target speed to the drive motor 3. Simultaneously, it limits the drive torque of the drive motor 3, setting an upper limit value. This limits the output torque of the drive motor 3, which is aligned with the braking force of the braking system 5, jointly resisting the downward sliding force of the vehicle along the slope, thereby assisting the braking system 5 in preventing the vehicle from rolling back. By limiting the magnitude of the drive torque, it avoids motor stalling and overheating caused by excessive drive torque, thus preventing torque unloading and ensuring the continuity and reliability of the drive torque-assisted braking.

[0084] In one embodiment of this application, when the pathfinding scenario is a turning scenario, determining the target rotation speed based on the pathfinding scenario includes: Obtain the vehicle's steering angle; The calibration coefficient is determined based on the steering angle; The target speed is obtained by correcting the preset speed determined based on the throttle opening according to the calibration coefficient.

[0085] In this embodiment of the application, when the exploration scenario is a turning scenario, it means that the vehicle is currently in a turning state. At this time, it is necessary to obtain the vehicle's steering angle, that is, the vehicle's driving direction deflection angle corresponding to the steering wheel angle or the front wheel angle, so as to correct the preset speed determined based on the throttle opening according to the steering angle and determine the final target speed.

[0086] Similarly, the required vehicle steering angle can be extracted from the aforementioned driving condition parameters as input parameters for correction calculations.

[0087] To prevent the calculated target front axle speed from being too low during steering in exploration mode, which could lead to supplemental torque acceleration, a calibration coefficient K needs to be determined based on the steering angle. This coefficient is then used to correct the preset speed of the front axle motor. Specifically, the target speed for steering scenarios is calculated using the following formula: N2=n×K K=(R+L×tanδ) / R Where N2 is the target speed of the front axle motor in the steering scenario, n is the preset speed, K is the calibration coefficient, R is the turning radius of the vehicle, L is the wheelbase of the vehicle, and δ is the steering angle. It should be noted that the turning radius R is related to the steering angle δ and the wheelbase L, and is calculated based on the real-time steering angle δ during actual control; the wheelbase L is an inherent parameter of the vehicle and is a static constant.

[0088] When the steering angle increases, the turning radius of the vehicle decreases, and the calibration coefficient K also increases accordingly. Since the radius of the front axle's travel trajectory is larger than that of the rear axle, the required speed of the front axle should be increased accordingly. At this time, by increasing the calibration coefficient K, the target speed of the front axle motor can be increased to compensate for the speed difference between the front and rear axles, and to avoid the motor having to output additional torque to maintain the speed due to the low target speed of the front axle, thereby preventing the vehicle from accelerating abnormally during the turning process.

[0089] Preferably, a mapping table between calibration coefficient K and steering angle δ can be pre-constructed, and the calibration coefficient K corresponding to different steering angle intervals can be pre-calibrated and stored in the vehicle controller 2 so that the calibration coefficient K can be quickly obtained by looking up the table based on the steering angle δ during actual control, thereby improving the control response speed.

[0090] This application embodiment corrects the preset speed of the front axle motor by obtaining the steering angle and determining the calibration coefficient accordingly. This allows the target speed of the vehicle to be adaptively adjusted with the steering angle when turning, compensating for the speed deviation caused by steering. It avoids abnormal acceleration caused by the motor outputting supplementary torque due to the low calculated target speed, thus ensuring the vehicle speed stability and handling safety in steering scenarios.

[0091] In one embodiment of this application, when the pathfinding scenario is a hump scenario, determining the target rotation speed based on the pathfinding scenario includes: Obtain vehicle acceleration information; When the direction of the vehicle's acceleration is determined based on the acceleration information, the slope angle is obtained; The target speed is obtained by correcting the slope angle based on the preset speed determined by the throttle opening.

[0092] In this embodiment of the application, when the exploration scenario is a camel hump scenario, it means that the vehicle is currently driving on a continuously undulating road surface, such as a continuous camel hump section. At this time, it is necessary to determine whether the vehicle has passed the top of the camel hump based on the acceleration information, and after determining that the vehicle has passed the top of the camel hump, the slope angle is obtained to correct the preset speed determined based on the throttle opening, and the final target speed is determined.

[0093] Similarly, the required acceleration information can be extracted from the aforementioned driving condition parameters as input parameters for correction calculations. Here, acceleration information refers to the vehicle's longitudinal acceleration signal, which characterizes the vehicle's acceleration or deceleration in the driving direction and reflects whether the vehicle is currently going uphill or downhill.

[0094] When a vehicle traverses a continuous hump road, the lag in slope recognition causes the vehicle to maintain a lower target speed determined by the uphill slope even when releasing the accelerator on the downhill slope, resulting in a feeling of deceleration and potentially even a rollover risk in extreme cases. Therefore, in this embodiment, the vehicle's acceleration direction is monitored in real-time based on acceleration information. For example, when the vehicle is climbing a hill, the acceleration direction is positive, indicating deceleration due to gravity. When the vehicle passes the apex of the hump and begins to descend, the acceleration direction changes from positive to negative, indicating acceleration due to gravity. This change in direction signifies that the vehicle has passed the apex of the hump. However, since slope recognition still uses the uphill slope value before the change, directly adjusting the preset speed based on this lag in slope angle would cause the vehicle to maintain the lower target speed corresponding to the uphill slope when descending, resulting in a feeling of deceleration.

[0095] Therefore, in this embodiment, after determining the change in acceleration direction, the filtering time constant used for slope estimation needs to be temporarily reduced to speed up the response of the slope estimation value. Simultaneously, the slope estimation value is prevented from maintaining a positive uphill value, forcing it to converge rapidly to zero. Based on the reduced filtering time constant, the slope angle that rapidly converges to the actual downhill slope is obtained, and then the preset rotational speed is corrected based on this slope angle. Correspondingly, by correcting the preset rotational speed based on this slope angle, the target rotational speed can be quickly adjusted from a lower target speed based on the uphill slope to a target speed matching the current downhill slope, thereby avoiding the feeling of deceleration and the risk of rollover caused by maintaining a low target speed while going downhill due to slope recognition lag. It should be noted that the filtering time constant is used to smooth the slope angle; a larger value results in a smoother slope angle change but a greater response lag, while a smaller value results in the slope angle following the actual slope change faster and with less response lag.

[0096] Compared to the slope angle obtained based on the original filter time constant, the slope angle obtained based on the reduced filter time constant in this embodiment can follow the actual changes in road slope more quickly, so that the target speed can switch from a low target speed based on the uphill slope to a target speed based on the downhill slope in a timely manner, avoiding the feeling of deceleration and the risk of rollover caused by the lag in slope recognition when maintaining a low target speed when going downhill.

[0097] This application embodiment identifies the apex of the hump by real-time monitoring of acceleration direction changes, and only after determining the acceleration reversal does it further obtain the slope angle to correct the preset speed. This solves the problem of slowing down and rollover risk caused by the lag in slope recognition, which results in the vehicle maintaining a low target speed based on the uphill slope when going downhill. This allows the target speed to respond quickly to the actual changes in road slope, improving the smoothness and safety of the vehicle on continuously undulating roads.

[0098] In one embodiment of this application, when the exploration scenario is a downhill slope in reverse gear, determining the target rotational speed based on the exploration scenario includes: Obtain the current road slope angle and brake pedal opening; The feedforward torque is determined based on the slope angle; The unloading amount is determined based on the brake pedal opening. The output torque of the drive motor is determined based on the feedforward torque and the unloading amount. The target speed is determined based on the output torque.

[0099] In this embodiment, when the road exploration scenario is a downhill slope in reverse, it means the vehicle is currently in reverse and traveling downhill. At this time, the vehicle tends to accelerate downwards due to gravity. If only the hydraulic braking force generated by the driver pressing the brake pedal is relied upon, insufficient braking force may occur on steep slopes, causing the vehicle to roll back quickly. Therefore, it is necessary to obtain the current road slope angle and brake pedal opening to determine the required feedforward torque based on the slope angle, and to determine the unloading amount of this feedforward torque based on the brake pedal opening. This, in turn, determines the final output torque of the drive motor, and finally, the target speed is determined based on this output torque.

[0100] Similarly, the required current road slope angle and brake pedal opening can be extracted from the aforementioned driving condition parameters as input parameters for correction calculations.

[0101] In the reverse downhill scenario, in order to prevent insufficient braking force from causing the vehicle to roll downhill quickly, the vehicle controller 2 determines the feedforward torque based on the current slope angle. Since the larger the slope angle, the greater the downward force generated by gravity, the greater the feedforward torque needs to be provided. This feedforward torque is used to assist the braking system in resisting the downward force and keeping the vehicle downhill smoothly.

[0102] At the same time, the unloading amount is determined according to the brake pedal opening. When the driver presses the brake pedal, the vehicle has hydraulic braking force, and at this time, a part of the feedforward torque can be unloaded accordingly. When the brake pedal opening increases, the unloading amount increases and the feedforward torque decreases accordingly. When the brake pedal is released, the hydraulic braking force decreases, the unloading amount decreases, and the feedforward torque recovers accordingly.

[0103] The vehicle controller 2 determines the final output torque of the drive motor based on the feedforward torque and the unloading amount, and determines the target speed based on the output torque, so that the drive motor outputs the corresponding driving force to assist braking.

[0104] This application embodiment determines the feedforward torque by obtaining the slope angle to assist braking, and determines the unloading amount according to the brake pedal opening to dynamically adjust the magnitude of the feedforward torque. This achieves the coordination between the feedforward torque and the driver's braking operation, solves the problem of the vehicle rolling back quickly when going downhill in reverse due to insufficient braking force, and avoids the conflict between the feedforward torque and the driver's braking intention, so that the vehicle can drive smoothly and safely in the scenario of going downhill in reverse.

[0105] In one embodiment of this application, multiple pathfinding scenarios may coexist, such as ramp scenarios and turning scenarios. In this case, the target speed of the corresponding drive motor can be corrected according to a preset priority order or scenario superposition strategy, and the correction results of each scenario can be combined to obtain the final target speed. Those skilled in the art can set it according to actual needs, and the embodiments of this application do not limit it in this way.

[0106] This embodiment switches the drive motor from torque control mode to speed control mode, using the corrected target speed as the control target. This allows the drive motor to operate at the target speed, fundamentally avoiding the drastic speed changes caused by large changes in drive torque due to throttle fluctuations in torque control mode. Simultaneously, the target speed variation range under different throttle openings is limited to keep the vehicle within the creeping speed range, ensuring that the vehicle speed remains stable within the creeping range when the throttle is changed. This prevents the vehicle from lurching forward due to accidental throttle input caused by improper throttle operation or vehicle bumps. Furthermore, radar and cameras are used to acquire road conditions ahead of the vehicle. The system determines the wheel traction status based on the road surface level and the load torque and speed of the drive motor. When the road surface level is a cliff and the wheels have completely lost traction, a braking request is generated and braking is actively executed, achieving a closed-loop braking system. This prevents the vehicle from plunging off the cliff due to driver delays or limited visibility. Furthermore, the target speed is adaptively adjusted according to different exploration scenarios such as slopes, turns, humps, and reverse downhill, ensuring the accuracy and stability of the speed control strategy under various complex road conditions. Through coordinated control of braking requests and target speed, it avoids excessive vehicle deceleration, sudden changes in vehicle posture, or passenger discomfort that may result from single braking intervention. Therefore, this embodiment effectively solves the problem of speed loss and forward lurching caused by torque control mode during off-road exploration, enabling the vehicle to drive slowly and steadily and safely on unfamiliar off-road roads.

[0107] It should be noted that, for the sake of simplicity, the method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments of this application are not limited to the described order of actions, because according to the embodiments of this application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of this application.

[0108] This application also provides a storage medium that stores computer instructions. When the computer executes the computer instructions, it is used to execute various processes of the above-described vehicle control method embodiments and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0109] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0110] This application also provides an electronic device, including a processor 3010, a memory 309, and a program or instructions stored in the memory 309 and executable on the processor 3010. When the program or instructions are executed by the processor 3010, they implement the various processes of the above-described vehicle control method embodiments and achieve the same technical effects. To avoid repetition, they will not be described again here.

[0111] It should be noted that the electronic devices in the embodiments of this application include the mobile electronic devices and non-mobile electronic devices described above.

[0112] Figure 3 A schematic diagram of the hardware structure of an electronic device to implement an embodiment of this application.

[0113] The electronic device 300 includes, but is not limited to, components such as: radio frequency unit 301, network module 302, audio output unit 303, input unit 304, sensor 305, display unit 306, user input unit 307, interface unit 308, memory 309, and processor 3010.

[0114] Those skilled in the art will understand that the electronic device 300 may also include a power supply (such as a battery) for supplying power to various components. The power supply may be logically connected to the processor 3010 through a power management system, thereby enabling functions such as managing charging, discharging, and power consumption through the power management system. Figure 3 The electronic device structure shown does not constitute a limitation on the electronic device. The electronic device may include more or fewer components than shown, or combine certain components, or have different component arrangements, which will not be elaborated here.

[0115] This application also provides a computer program product, including a computer program / instruction. When the computer program / instruction is executed by a processor, it implements the various processes of the above-described vehicle control method embodiments and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0116] 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.

[0117] Through 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 software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0118] 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 forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A method for controlling a vehicle, characterized in that, include: In response to the activation signal of the exploration mode, the road surface level in front of the vehicle, the adhesion status between the wheels and the ground, and the exploration scenario in which the vehicle is located are obtained. A braking request is generated based on the road surface grade and the adhesion state; Determine the target rotation speed based on the described exploration scenario; The vehicle is controlled to move according to the braking request and the target speed.

2. The control method according to claim 1, characterized in that, Before acquiring the road surface grade, wheel-ground adhesion status, and vehicle-in-progress scenario in response to the activation signal of the exploration mode, the method further includes: The activation signal is generated in response to a first activation command triggered by the user on the interactive terminal, or in response to a second activation command generated after the vehicle is in a preset trigger scenario.

3. The control method according to claim 1, characterized in that, The method of responding to the activation signal of the exploration mode by acquiring the road surface grade, wheel-ground adhesion status, and the exploration scenario in which the vehicle is located includes: In response to the activation signal, an activation command is sent to the drive motor; After the drive motor completes the speed control mode switch according to the activation command, a valid speed signal is generated; In response to a valid speed signal, the vehicle is controlled to enter the exploration mode and acquires the road surface grade, adhesion status, and exploration scenario.

4. The control method according to claim 1, characterized in that, Obtaining the road surface grade of the road surface ahead of the vehicle includes: Obtain real-time road information ahead of the vehicle; The real-time road surface information is compared with the preset road surface information to determine the road surface grade.

5. The control method according to claim 1, characterized in that, Obtaining the adhesion state between the wheel and the ground includes: Obtain the load torque and motor speed of all drive motors; The adhesion state between the wheel and the ground is determined for each drive motor based on its load torque and motor speed.

6. The control method according to claim 1, characterized in that, Obtaining the pathfinding scenario in which the vehicle is located includes: Obtain the vehicle's operating parameters; The exploration scenario is determined based on the driving condition parameters. The exploration scenario includes a slope scenario, a turning scenario, a hump scenario, or a reverse gear downhill scenario.

7. The control method according to claim 1, characterized in that, The step of generating a braking request based on the road surface grade and the adhesion state includes: Obtain the vehicle's wheel speed and overall speed; When the road surface is a cliff and any one wheel is in the air, the target braking force is determined based on the difference between the wheel speed and the vehicle speed, and a braking request containing the target braking force is generated.

8. The control method according to claim 1, characterized in that, When the exploration scenario is a slope scenario, determining the target rotation speed based on the exploration scenario includes: Get the current road slope angle; The target speed is obtained by correcting the preset speed determined based on the throttle opening according to the slope angle.

9. The control method according to claim 1, characterized in that, When the exploration scenario is a turning scenario, determining the target rotation speed based on the exploration scenario includes: Obtain the vehicle's steering angle; The calibration coefficient is determined based on the steering angle; The target speed is obtained by correcting the preset speed determined based on the throttle opening according to the calibration coefficient.

10. The control method according to claim 1, characterized in that, When the exploration scenario is a hump scenario, determining the target rotation speed based on the exploration scenario includes: Obtain vehicle acceleration information; When the direction of the vehicle's acceleration is determined based on the acceleration information, the slope angle is obtained; The target speed is obtained by correcting the slope angle based on the preset speed determined by the throttle opening.

11. The control method according to claim 1, characterized in that, When the exploration scenario is a downhill slope in reverse gear, determining the target rotational speed based on the exploration scenario includes: Obtain the current road slope angle and brake pedal opening; The feedforward torque is determined based on the slope angle; The unloading amount is determined based on the brake pedal opening. The output torque of the drive motor is determined based on the feedforward torque and the unloading amount. The target speed is determined based on the output torque.

12. A vehicle, characterized in that, Used to implement a vehicle control method as described in any one of claims 1-11.

13. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by the computer, are used to perform a vehicle control method as described in any one of claims 1-11.

14. An electronic device, characterized in that, Includes at least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform a vehicle control method as described in any one of claims 1-11.

15. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement a vehicle control method as described in any one of claims 1-11.

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