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

Abstract

The application relates to the technical field of vehicle control, and discloses a vehicle control method, a vehicle control system, a vehicle, an electronic device and a storage medium. The method comprises the following steps: acquiring a target vehicle speed and an actual vehicle speed of a vehicle in a crawling state; determining a resistance interval in which the vehicle currently locates based on the target vehicle speed and the actual vehicle speed; determining a control parameter combination based on the resistance interval; and controlling the vehicle to travel based on the control parameter combination. Through the method, the control parameter combination can be dynamically switched to control the vehicle to travel, and the stability of the vehicle operation can be ensured.

Description

Technical Field

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

[0002] In off-road driving environments, vehicles often need to cope with complex and irregular road conditions such as sleepers, cobblestones, humps, and curbs. These road conditions cause ground resistance to be abrupt and unpredictable. Traditional crawl control strategies cannot quickly increase torque output when the vehicle suddenly encounters high resistance conditions, causing the vehicle to stall; when the resistance suddenly decreases, it is easy to generate excessive torque output, causing the vehicle to speed and not decelerate. Summary of the Invention

[0003] The embodiments of this application are intended to at least partially address one of the technical problems in the related art. To this end, embodiments of this application propose a vehicle control method, system, vehicle, electronic device, and storage medium.

[0004] An embodiment of this application provides a vehicle control method, the method comprising: acquiring the target vehicle speed and the actual vehicle speed of the vehicle in a creeping state; determining the resistance range in which the vehicle is currently located based on the target vehicle speed and the actual vehicle speed; determining a combination of control parameters based on the resistance range; and controlling the vehicle to move based on the combination of control parameters.

[0005] In some embodiments, determining the resistance zone where the vehicle is currently located based on the target vehicle speed and the actual vehicle speed includes: calculating the speed difference between the actual vehicle speed and the target vehicle speed based on the target vehicle speed and the actual vehicle speed; and determining the resistance zone where the vehicle is currently located according to a preset threshold range to which the speed difference belongs.

[0006] In some embodiments, determining the resistance zone where the vehicle is currently located based on the preset threshold range to which the speed difference belongs includes: if the speed difference is greater than or equal to a first speed difference threshold, identifying the resistance zone as a high resistance zone; if the speed difference is greater than or equal to a second speed difference threshold and less than the first speed difference threshold, identifying the resistance zone as a medium resistance zone; if the speed difference is less than the second speed difference threshold, identifying the resistance zone as a low resistance zone; wherein the first speed difference threshold is greater than the second speed difference threshold.

[0007] In some embodiments, the resistance range includes at least one of a low resistance range and a medium resistance range; the control parameter combination includes a proportional control parameter, a derivative control parameter, and an integral control parameter; determining the control parameter combination based on the resistance range includes: if the resistance range is a low resistance range, determining that the weight of the derivative control parameter in the control parameter combination is greater than the weight of the proportional control parameter and / or the weight of the integral control parameter; if the resistance range is a resistance range, determining that the weight of the integral control parameter and / or the weight of the derivative control parameter in the control parameter combination is greater than the weight of the proportional control parameter.

[0008] In some embodiments, the resistance range further includes a high resistance region, wherein: in the low resistance region, the derivative control parameter has a first weight, and the proportional control parameter and integral control parameter all have second weights, wherein the weight value of the first weight is greater than the weight value of the second weight; in the medium resistance region, the integral control parameter and derivative control parameter both have third weights, and the proportional control parameter has a fourth weight, wherein the weight value of the third weight is greater than the weight value of the fourth weight; determining the control parameter combination based on the resistance range further includes: if the resistance range is a high resistance region, determining the control parameter combination with the proportional control parameter, integral control parameter, and derivative control parameter all having fifth weights.

[0009] In some embodiments, controlling vehicle movement based on a combination of control parameters includes: if the resistance range is a high resistance range, controlling vehicle movement based on proportional control parameters, integral control parameters, and derivative control parameters as a fifth weight, such that the output torque corresponding to the proportional control parameters is a preset torque threshold.

[0010] In some embodiments, controlling vehicle movement based on a combination of control parameters includes: calculating a target torque based on the combination of control parameters; and controlling vehicle movement based on the target torque.

[0011] Embodiments of this application provide a vehicle control system, the system comprising: an acquisition module for acquiring the target vehicle speed and the actual vehicle speed of the vehicle in a creeping state; a first determination module for determining the resistance range currently occupied by the vehicle based on the target vehicle speed and the actual vehicle speed; a second determination module for determining a combination of control parameters based on the resistance range; and a control module for controlling the vehicle's movement based on the combination of control parameters.

[0012] Embodiments of this application provide a vehicle capable of implementing the steps of the method in any of the above embodiments.

[0013] Embodiments of this application provide an electronic device, which includes: a memory, and one or more processors communicatively connected to the memory; the memory stores instructions executable by the one or more processors, which are executed by the one or more processors to cause the one or more processors to implement the steps of the method of any of the above embodiments.

[0014] Embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method of any of the above embodiments.

[0015] Embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the steps of the method according to any of the above embodiments.

[0016] In the solution provided in this application, the target speed and actual speed of the vehicle during creep are obtained, and the resistance range in which the vehicle is currently located can be determined based on these two values. Then, a corresponding combination of control parameters is matched according to the identified resistance range, and finally, the vehicle's movement is precisely controlled based on this combination of control parameters. It is evident that the solution provided in this application can perform adaptive analysis and parameter matching according to different driving resistance conditions. By dynamically switching the combination of control parameters, it improves the torque response speed and speed control accuracy of the vehicle under complex road conditions, avoids power shortages or over-output problems caused by sudden changes in resistance, and enhances the smoothness and stability of the vehicle's creeping process. Attached Figure Description

[0017] Figure 1 A schematic diagram of a vehicle control process provided in an embodiment of this application; Figure 2 A schematic diagram of a vehicle control system provided in an embodiment of this application; Figure 3 A block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0018] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0019] In off-road environments, the driver faces significant challenges when a vehicle is crawling, especially in complex conditions such as steep slopes, slippery surfaces, and cross-axle situations. Traditional vehicle control strategies struggle to adapt to these diverse conditions, potentially leading to insufficient power, skidding, loss of control, or poor braking performance. Traditional technologies typically employ general control strategies that cannot be optimized for specific operating conditions, thus impacting vehicle performance and safety.

[0020] To address the aforementioned issues, this application proposes a vehicle control method based on operating condition identification. By collecting and analyzing vehicle operating data in real time, the method accurately identifies the current driving conditions and automatically adjusts the control strategy according to the operating conditions, thereby ensuring the stability of the vehicle under complex operating conditions.

[0021] In off-road driving environments, vehicles often need to cope with complex and irregular road conditions such as sleepers, cobblestones, humps, and curbs. These road conditions cause ground resistance to be abrupt and unpredictable. Traditional crawl control systems typically rely on pre-set fixed PID (Proportional-Integral-Derivative) control parameters for torque adjustment. However, when the vehicle suddenly encounters high resistance conditions, the fixed PID parameters cannot quickly increase torque output, causing the vehicle to stall. Conversely, when the resistance suddenly decreases, the fixed PID parameters may lead to excessive torque output, causing the vehicle to speed and fail to decelerate, thus affecting driving safety, smoothness, and controllability.

[0022] Therefore, there is an urgent need for a vehicle control method that can determine the resistance state by identifying wheel speed difference characteristics in real time and dynamically switch preset PID parameters to achieve rapid response and precise adjustment of torque output.

[0023] Figure 1 This is a schematic diagram of a vehicle control process provided in an embodiment of this application.

[0024] like Figure 1 As shown, the vehicle control 100 provided in this application embodiment includes steps S110-S140.

[0025] Step S110: Obtain the target speed and actual speed of the vehicle in crawl mode.

[0026] For example, the system acquires the target vehicle speed and the actual vehicle speed when the vehicle is in a crawling state. The target vehicle speed is, for example, the desired vehicle speed set by the driver or determined by the system based on the operating conditions, and can usually be set through the central control screen. The actual vehicle speed is, for example, the vehicle's current real speed, which can be collected through wheel speed sensors or vehicle speed sensors.

[0027] Step S120: Based on the target vehicle speed and the actual vehicle speed, determine the resistance range in which the vehicle is currently located.

[0028] For example, the resistance range refers to the level of ground resistance currently faced by the vehicle, reflecting the degree to which road conditions affect vehicle movement. For instance, in off-road environments, vehicles encounter complex road conditions such as sleepers, pebbles, humps, and curbs, where ground resistance is abrupt and unpredictable. By analyzing the difference between the actual vehicle speed and the target speed, the magnitude of the resistance currently experienced by the vehicle can be inferred. When the actual vehicle speed is lower than the target speed, it indicates that the vehicle is experiencing significant resistance; when the actual vehicle speed is close to or equal to the target speed, it indicates that the resistance is relatively small.

[0029] Step S130: Determine the combination of control parameters based on the resistance range.

[0030] For example, the system determines the combination of control parameters based on the resistance range. The combination of control parameters refers to the weighted configuration of the three control parameters used for PID control, including the proportional control parameter (P term), the integral control parameter (I term), and the derivative control parameter (D term).

[0031] Step S140: Control the vehicle to drive based on the combination of control parameters.

[0032] For example, the system may employ a PID controller to control the vehicle to accelerate, decelerate, or maintain a constant speed based on a selected combination of control parameters.

[0033] In the solution provided in this application, the target speed and actual speed of the vehicle during creep are obtained, and the resistance range in which the vehicle is currently located can be determined based on these two values. Then, a corresponding combination of control parameters is matched according to the identified resistance range, and finally, the vehicle's movement is precisely controlled based on this combination of control parameters. It is evident that the solution provided in this application can perform adaptive analysis and parameter matching according to different driving resistance conditions. By dynamically switching the combination of control parameters, it improves the torque response speed and speed control accuracy of the vehicle under complex road conditions, avoids power shortages or over-output problems caused by sudden changes in resistance, and enhances the smoothness and stability of the vehicle's creeping process.

[0034] In some embodiments of this application, controlling vehicle movement based on a combination of control parameters includes: calculating a target torque based on the combination of control parameters, and controlling vehicle movement based on the target torque. Specifically, the target torque refers to, for example, the driving torque or braking torque that the system needs to output to the vehicle's actuator system to control the vehicle's acceleration, deceleration, and constant-speed driving. The system can employ a PID controller, using the speed difference as input, to calculate the target torque based on the selected combination of control parameters.

[0035] If the target torque is positive, it means that the vehicle needs to be accelerated, and the system can control the motor system to output the corresponding driving torque; if the target torque is negative, it means that the vehicle needs to be braked to decelerate, and the system can control the braking system to apply the corresponding braking torque; if the target torque is 0, it means that the current vehicle speed needs to be maintained, and the system maintains the current torque output.

[0036] In some embodiments of this application, determining the resistance range currently occupied by the vehicle based on the target vehicle speed and the actual vehicle speed includes: calculating the speed difference between the actual vehicle speed and the target vehicle speed based on the target vehicle speed and the actual vehicle speed; and determining the resistance range currently occupied by the vehicle based on the preset threshold range to which the speed difference belongs.

[0037] For example, the speed difference refers to the difference between the target speed and the actual speed. A positive speed difference indicates that the actual speed is lower than the target speed, a negative speed difference indicates that the actual speed is higher than the target speed, and a speed difference close to zero indicates that the actual speed is basically the same as the target speed.

[0038] For example, the system divides the speed difference into multiple intervals, each corresponding to a different resistance level. These resistance intervals can be defined, for example, based on comfort and control requirements, to ensure the optimal control strategy is employed under different resistance levels. When the system determines which speed difference interval the current speed difference falls into, it can determine the current resistance interval of the vehicle.

[0039] The preset threshold range can be set through a dynamic threshold mechanism. For example, the preset threshold range can be dynamically determined based on at least one of the target vehicle's total weight, current slope, and current gear.

[0040] In some embodiments of this application, the resistance range currently occupied by the vehicle is determined based on a preset threshold range to which the speed difference belongs. The preset threshold range can be divided using a first speed difference threshold and a second speed difference threshold. Specifically: If the speed difference is greater than or equal to the first speed difference threshold, the resistance zone is identified as a high resistance zone. For example, the first speed difference threshold is 1.2 kph. When the speed difference is greater than or equal to the first speed difference threshold, it indicates that the actual vehicle speed is significantly lower than the target vehicle speed, and the vehicle is currently facing greater resistance. The system identifies the resistance zone as a high resistance zone.

[0041] If the speed difference is greater than or equal to the second speed difference threshold and less than the first speed difference threshold, the resistance zone is identified as the medium resistance zone. For example, the second speed difference threshold can be used to identify the critical speed difference between the low resistance zone and the medium resistance zone; this threshold is less than the first speed difference threshold. The second speed difference threshold is 0.8 kph. When the speed difference is greater than or equal to the second speed difference threshold (0.8 kph) and less than the first speed difference threshold (1.2 kph), it indicates that there is a certain difference between the actual vehicle speed and the target vehicle speed, and the vehicle is currently facing medium resistance; the system identifies the resistance zone as the medium resistance zone.

[0042] If the speed difference is less than the second speed difference threshold, the resistance zone is identified as a low-resistance zone. For example, the second speed difference threshold is 0.8 kph. When the speed difference is less than the second speed difference threshold, it means that the actual vehicle speed is basically the same as the target vehicle speed, the vehicle is currently facing relatively small resistance, and the system identifies the resistance zone as a low-resistance zone.

[0043] In some embodiments of this application, the resistance range includes at least one of a low-resistance region and a medium-resistance region; the control parameter combination includes proportional control parameters, derivative control parameters, and integral control parameters; determining the control parameter combination based on the resistance range includes: if the resistance range is a low-resistance region, determining that the weight of the derivative control parameter in the control parameter combination is greater than the weight of the proportional control parameter and / or the weight of the integral control parameter; if the resistance range is a resistance region, determining that the weight of the integral control parameter and / or the weight of the derivative control parameter in the control parameter combination is greater than the weight of the proportional control parameter.

[0044] For example, in the low-resistance region, the weight of the derivative control parameter is greater than the weight of the proportional control parameter, and / or, the weight of the derivative control parameter is greater than the weight of the integral control parameter.

[0045] For example, in the medium resistance region, the weight of the integral control parameter is greater than the weight of the proportional control parameter, and / or, the weight of the derivative control parameter is greater than the weight of the proportional control parameter.

[0046] The control parameter combination includes proportional control parameters, derivative control parameters, and integral control parameters. The proportional control parameter (P term) is the control quantity proportional to the speed difference, capable of quickly responding to speed errors but prone to overshoot. The integral control parameter (I term) is the control quantity proportional to the integral of the speed difference, capable of eliminating steady-state errors but with a slower response. The derivative control parameter (D term) is the control quantity proportional to the rate of change of the speed difference, capable of predicting speed change trends and adjusting the control quantity in advance, improving system stability and response speed. By appropriately configuring the weights of these three PID control parameters, precise control of vehicle speed can be achieved.

[0047] In some embodiments of this application, the resistance range also includes a high-resistance region. Specifically, if the resistance range is a low-resistance region, the control parameter combination is determined with the derivative control parameter as the first weight, and the proportional control parameter and integral control parameter as the second weights, wherein the weight value of the first weight is greater than the weight value of the second weight. In the low-resistance region, the vehicle travels relatively smoothly, the actual vehicle speed is basically consistent with the target vehicle speed, the speed difference is small and changes slowly. At this time, the system mainly controls term D, predicts the speed change trend through the derivative control parameter, adjusts the torque output in advance, and prevents speed overshoot; at the same time, the second weights of the proportional control parameter and integral control parameter are set to be small to avoid vehicle jerking due to over-response. The low-resistance region control logic is that when the vehicle is driving on a smooth road, it can learn the resistance characteristics through the integral control parameter to avoid the derivative control parameter playing too large an role in affecting comfort.

[0048] If the resistance range is medium resistance, the control parameter combination is determined with integral and derivative control parameters as the third weight and proportional control parameter as the fourth weight, where the weight of the third weight is greater than that of the fourth weight. In the medium resistance range, the vehicle experiences slight up-and-down fluctuations, and speed differences can exhibit some volatility. At this time, the system should primarily use I and D term control, eliminating speed errors through integral control parameters and responding to speed changes through derivative control parameters; simultaneously, the third weight of the proportional control parameter is set relatively small to avoid over-response causing vehicle jerking. The goal of parameter control in the medium resistance range is to quickly respond to speed changes and maintain vehicle speed stability when the vehicle experiences slight up-and-down fluctuations. For situations with high target speeds and high resistance, a second dead zone control should be used as much as possible to further improve ride smoothness.

[0049] If the resistance range is a high-resistance region, the control parameter combination is determined with proportional control parameters, integral control parameters, and derivative control parameters all as the fifth weight. In the high-resistance region, the vehicle faces high-resistance road surfaces such as sleepers and pebbles, resulting in a large speed difference, requiring a rapid increase in torque output to overcome the resistance. In other embodiments, vehicle movement is controlled based on the control parameter combination, including: if the resistance range is a high-resistance region, controlling vehicle movement based on proportional control parameters, integral control parameters, and derivative control parameters as the fifth weight, such that the output torque corresponding to the proportional control parameter is a preset torque threshold.

[0050] At this point, the system should use PID control with three high-torque parameters, each with a significant weight, to ensure sufficient torque is provided. The parameter control concept in the high-resistance zone is that when the vehicle is stopped on a high-resistance road surface, the P-term delivers high torque to recover the vehicle, for example, a high torque with a preset torque threshold of 15000 Nm. Although this may cause the vehicle to jerk due to road undulations, the overall effect is acceptable and can ensure that the vehicle does not stop.

[0051] As can be seen, in the embodiments provided in this application, adaptive analysis of the resistance range is performed for different driving resistance conditions encountered during off-road crawling, and control parameter combination matching is performed. By dynamically switching the control parameter combination, the torque response speed and speed control accuracy of the vehicle under complex road conditions are improved, avoiding the problem of insufficient power or excessive output caused by sudden changes in resistance, and enhancing the smoothness and stability of the vehicle crawling process.

[0052] Figure 2 This is a schematic diagram of a vehicle control system provided in an embodiment of this application.

[0053] Embodiments of this application provide a vehicle control system 200, including: The acquisition module 210 is used to acquire the target speed and actual speed of the vehicle in the creeping state.

[0054] The first determining module 220 is used to determine the resistance range currently occupied by the vehicle based on the target vehicle speed and the actual vehicle speed.

[0055] The second determining module 230 is used to determine the combination of control parameters based on the resistance range.

[0056] The control module 240 is used to control the vehicle's movement based on a combination of control parameters.

[0057] In some embodiments, the first determining module 220 is further configured to: calculate the speed difference between the actual vehicle speed and the target vehicle speed based on the target vehicle speed and the actual vehicle speed; and determine the resistance range currently in which the vehicle is located according to the preset threshold range to which the speed difference belongs.

[0058] In some embodiments, the first determining module 220 is further configured to: identify the resistance range as a high resistance range if the speed difference is greater than or equal to a first speed difference threshold; identify the resistance range as a medium resistance range if the speed difference is greater than or equal to a second speed difference threshold and less than the first speed difference threshold; and identify the resistance range as a low resistance range if the speed difference is less than the second speed difference threshold; wherein the first speed difference threshold is greater than the second speed difference threshold.

[0059] In some embodiments, the resistance range includes at least one of a low resistance range and a medium resistance range; the control parameter combination includes a proportional control parameter, a derivative control parameter, and an integral control parameter; the second determining module 230 is further configured to: if the resistance range is a low resistance range, determine that the weight of the derivative control parameter in the control parameter combination is greater than the weight of the proportional control parameter and / or the weight of the integral control parameter; if the resistance range is a resistance range, determine that the weight of the integral control parameter and / or the weight of the derivative control parameter in the control parameter combination is greater than the weight of the proportional control parameter.

[0060] In some embodiments, the resistance range further includes a high resistance region; in the low resistance region, the derivative control parameter has a first weight, and the proportional control parameter and integral control parameter all have second weights, wherein the weight value of the first weight is greater than the weight value of the second weight; in the medium resistance region, the integral control parameter and derivative control parameter both have third weights, and the proportional control parameter has a fourth weight, wherein the weight value of the third weight is greater than the weight value of the fourth weight; the second determining module 230 is further configured to: if the resistance range is a high resistance region, determine the control parameter combination such that the proportional control parameter, integral control parameter, and derivative control parameter all have fifth weights.

[0061] In some embodiments, the control module 240 is further configured to: if the resistance range is a high resistance range, control the vehicle driving based on the proportional control parameter, integral control parameter and derivative control parameter as the fifth weight, so that the output torque corresponding to the proportional control parameter is a preset torque threshold.

[0062] In some embodiments, the control module 240 is further configured to: calculate a target torque based on a combination of control parameters; and control vehicle movement based on the target torque.

[0063] It is understood that for a detailed description of the vehicle control system 200, please refer to the description of the vehicle control method above.

[0064] Embodiments of this application provide a vehicle capable of implementing the steps of the method in any of the above embodiments.

[0065] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the method in any of the above embodiments.

[0066] This application provides a computer program product that includes instructions that, when executed by a processor of a computer device, enable the computer device to perform the steps of the method described in any of the above embodiments.

[0067] Figure 3 A block diagram of an electronic device provided in an embodiment of this application.

[0068] This application provides an electronic device, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the method in any of the above embodiments.

[0069] like Figure 3 As shown, for ease of understanding, embodiments of this application illustrate a specific electronic device 300.

[0070] Electronic device 300 is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic device 300 may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0071] like Figure 3 As shown, device 300 includes a computing unit 301, which can perform various appropriate actions and processes based on a computer program stored in read-only memory (ROM) 302 or a computer program loaded from storage unit 308 into random access memory (RAM) 303. The RAM 303 may also store various programs and data required for the operation of electronic device 300. The computing unit 301, ROM 302, and RAM 303 are interconnected via bus 304. Input / output (I / O) interface 305 is also connected to bus 304.

[0072] Multiple components in electronic device 300 are connected to I / O interface 305. These components include: input unit 306, such as a keyboard or mouse; output unit 307, such as various types of displays or speakers; storage unit 308, such as a disk or optical disk; and communication unit 309, such as a network interface card (NIC), modem, or wireless transceiver. Communication unit 309 allows electronic device 300 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0073] The computing unit 301 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 301 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The computing unit 301 performs the various methods described above. For example, in some embodiments, any one or more of the methods described above can be implemented as a computer software program tangibly contained in a machine-readable medium, such as storage unit 308. In some embodiments, part or all of the computer program can be loaded and / or installed on the electronic device 300 via ROM 302 and / or communication unit 309. When the computer program is loaded into RAM 303 and executed by the computing unit 301, one or more steps of any one or more of the methods described above can be performed. Alternatively, in other embodiments, the computing unit 301 can be configured to perform any one or more of the methods described above by any other suitable means (e.g., by means of firmware).

[0074] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this application, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0075] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0076] In the description of this application, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0077] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0078] Furthermore, the terms "first," "second," etc., used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of technical features indicated in this embodiment. Therefore, features defined with terms such as "first" and "second" in the embodiments of this application can explicitly or implicitly indicate that the embodiment includes at least one of those features. In the description of this application, the word "multiple" means at least two or more, such as two, three, four, etc., unless otherwise explicitly and specifically defined in the embodiments.

[0079] In this application, unless otherwise explicitly specified or limited in the embodiments, the terms "installation," "connection," "joining," and "fixing" appearing in the embodiments should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral part; it can also be a mechanical connection, an electrical connection, etc. Of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication between two components, or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific implementation.

[0080] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtain the target speed and actual speed of the vehicle while it is in crawl mode; Based on the target vehicle speed and the actual vehicle speed, the resistance range in which the vehicle is currently located is determined; Based on the aforementioned resistance range, determine the combination of control parameters; The vehicle is controlled to move based on the combination of control parameters.

2. The method according to claim 1, characterized in that, Determining the resistance range currently occupied by the vehicle based on the target vehicle speed and the actual vehicle speed includes: Based on the target vehicle speed and the actual vehicle speed, calculate the speed difference between the actual vehicle speed and the target vehicle speed; The resistance range currently occupied by the vehicle is determined based on the preset threshold range to which the speed difference belongs.

3. The method according to claim 2, characterized in that, Determining the resistance range currently occupied by the vehicle based on the preset threshold range to which the speed difference belongs includes: If the speed difference is greater than or equal to the first speed difference threshold, the resistance range is identified as a high resistance region. If the speed difference is greater than or equal to the second speed difference threshold and less than the first speed difference threshold, the resistance range is identified as a medium resistance range. If the speed difference is less than the second speed difference threshold, the resistance range is identified as a low resistance range. Wherein, the first speed difference threshold is greater than the second speed difference threshold.

4. The method according to claim 1, characterized in that, The resistance range includes at least one of a low resistance range and a medium resistance range; the control parameter combination includes proportional control parameters, derivative control parameters, and integral control parameters; determining the control parameter combination based on the resistance range includes: If the resistance range is the low resistance range, determine that the weight of the derivative control parameter in the control parameter combination is greater than the weight of the proportional control parameter and / or the weight of the integral control parameter; If the resistance range is the middle resistance range, then the weight of the integral control parameter and / or the weight of the derivative control parameter in the control parameter combination is determined to be greater than the weight of the proportional control parameter.

5. The method according to claim 4, characterized in that, The resistance range also includes a high-resistance region, wherein: In the low-resistance region, the derivative control parameter is a first weight, and the proportional control parameter and the integral control parameter are both second weights, wherein the weight value of the first weight is greater than the weight value of the second weight. In the medium resistance region, the integral control parameter and the derivative control parameter are both third weights, and the proportional control parameter is a fourth weight, wherein the weight value of the third weight is greater than the weight value of the fourth weight. The step of determining the control parameter combination based on the resistance range further includes: if the resistance range is the high resistance range, determining that the control parameter combination has the proportional control parameter, the integral control parameter, and the derivative control parameter as the fifth weight.

6. The method according to claim 5, characterized in that, The control of the vehicle's movement based on the control parameter combination includes: If the resistance range is the high resistance range, the vehicle driving is controlled based on the proportional control parameter, the integral control parameter and the derivative control parameter as the fifth weight, so that the output torque corresponding to the proportional control parameter is a preset torque threshold.

7. The method according to claim 1, characterized in that, The control of the vehicle's movement based on the control parameter combination includes: Calculate the target torque based on the combination of control parameters; The vehicle is controlled to move based on the target torque.

8. A vehicle control system, characterized in that, The system includes: The acquisition module is used to acquire the target speed and actual speed of the vehicle when it is in a crawling state. The first determining module is used to determine the resistance range currently occupied by the vehicle based on the target vehicle speed and the actual vehicle speed; The second determining module is used to determine the combination of control parameters based on the resistance range; A control module is used to control the vehicle's movement based on the combination of control parameters.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1-7.

11. A vehicle, characterized in that, The vehicle is capable of performing the steps of the method described in any one of claims 1-7.

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