Driving control method and apparatus, electronic device, and vehicle

Abstract

The present application relates to a driving control method and apparatus, an electronic device, and a vehicle. When a deceleration control instruction is received, the slope of a road on which a vehicle is located is determined to be smaller than a preset slope threshold value, and the vehicle is controlled to decelerate by means of a rotating speed control mode of a motor. When the vehicle decelerates to stop, in order to prevent excessive energy consumption caused by the motor continuously generating braking force for controlling the vehicle to maintain a parking state, a motor braking force corresponding to the rotating speed control mode of the motor is switched to a mechanical braking force of a mechanical braking system, so that the magnitude of the mechanical braking force of the mechanical braking system can reach the magnitude of the motor braking force, thus the motor braking force may be replaced to ensure that the vehicle maintains the parking state on a road surface having a slope, thereby reducing energy consumption and preventing the problem of energy waste.

Description

Driving control method, device, electronic equipment and vehicle

[0001] This application claims priority to the patent application filed with the China Patent Office on September 25, 2023, with application number 202311244828.7 and patent application name “Driving control method, device, electronic device and vehicle”, all contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of vehicle control technology, and in particular to a driving control method, device, electronic equipment and vehicle. Background Art

[0003] When parking on a road with a certain road slope, the purpose of parking can be achieved by motor braking.

[0004] Since the road conditions on slopes are relatively complex, using electric motor braking to overcome the complex road conditions on slopes to achieve smooth braking and maintain a stopped state requires the vehicle to consume a large amount of energy, resulting in energy waste.

[0005] Summary of the Invention

[0006] In view of this, the purpose of this application is to propose a driving control method, device, electronic equipment and vehicle to solve the problem in the prior art that in order to achieve smooth braking and maintain a stopped state in the face of complex sloped road conditions, the vehicle needs to consume a large amount of energy, resulting in energy waste.

[0007] Based on the above objectives, the first aspect of the present application provides a driving control method, comprising:

[0008] In response to receiving a deceleration control instruction, determining that the slope of the road on which the vehicle is located is less than a preset slope threshold, controlling the vehicle to decelerate through a speed control mode of the motor;

[0009] In response to the vehicle decelerating to a stop, the electric braking force corresponding to the speed control mode of the motor is switched to the mechanical braking force of the mechanical brake system to maintain the vehicle's stopped state.

[0010] Optionally, switching the motor braking force corresponding to the motor speed control mode to the mechanical braking force of the mechanical brake system to maintain the vehicle in a parked state includes:

[0011] increasing the mechanical braking force of the mechanical braking system according to a first preset braking force gradient;

[0012] In response to determining that the mechanical braking force is greater than or equal to the motor braking force, the vehicle is controlled to maintain a parked state using the mechanical braking force while reducing the motor braking force according to a second preset braking force gradient until the motor braking force is zero.

[0013] Optionally, after switching the motor braking force corresponding to the motor speed control mode to the mechanical braking force of the mechanical brake system to maintain the vehicle in a parked state, the method further includes:

[0014] In response to determining that an acceleration control command is received, determining a target driving force of the motor corresponding to the acceleration control command;

[0015] In response to determining that the target driving force is less than the motor braking force when controlling the vehicle to decelerate to a stop, controlling the vehicle to maintain a stopped state; or,

[0016] In response to determining that the target driving force is greater than or equal to the motor braking force when controlling the vehicle to decelerate to a stop, the current driving force of the vehicle's motor is obtained, the current driving force is increased, and the mechanical braking force is reduced to control the vehicle to accelerate.

[0017] Optionally, increasing the current driving force and reducing the mechanical braking force to control the vehicle to accelerate includes:

[0018] Increase the current driving force according to the preset driving force gradient;

[0019] In response to determining that the increased current driving force is greater than or equal to the motor braking force when controlling the vehicle to decelerate to a stop, the mechanical braking force is reduced according to a third preset braking force gradient until the mechanical braking force is zero, and the vehicle is controlled to accelerate.

[0020] Optionally, in response to receiving the deceleration control instruction, the method further includes:

[0021] Determine if the road slope on which the vehicle is located is greater than or equal to a preset slope threshold, and control the vehicle to decelerate through the mechanical braking system.

[0022] Optionally, the vehicle deceleration is controlled by a motor speed control mode, including:

[0023] In response to determining that the motor of the vehicle is in the torque control mode, controlling the vehicle to decelerate, and obtaining the driving speed of the vehicle during the deceleration process;

[0024] In response to determining that the vehicle speed is less than or equal to a preset speed threshold, switching the torque control mode to the speed control mode;

[0025] In the speed control mode, the vehicle is continuously controlled to decelerate by reducing the speed of the vehicle's motor.

[0026] Optionally, continuing to control the vehicle to decelerate by reducing the speed of a motor of the vehicle includes:

[0027] Obtaining the vehicle's wheel rolling radius, the reduced motor speed, and the vehicle's motor-to-wheel transmission ratio;

[0028] Performing speed conversion based on the wheel rolling radius, the transmission ratio, and the reduced motor speed to obtain the target driving speed of the vehicle;

[0029] Get the current driving speed of the vehicle and adjust the current driving speed to the target driving speed.

[0030] Optionally, obtaining a transmission ratio from a motor to a wheel of the vehicle includes:

[0031] determining the speed of the output shaft of the vehicle's motor and the gear ratio of the drive shaft to the vehicle's wheels;

[0032] The output shaft speed and the transmission ratio of the transmission shaft are processed to obtain the transmission ratio from the vehicle's motor to the wheels.

[0033] Optionally, the method further comprises:

[0034] In response to determining that a deceleration control command has been received and the motor of the vehicle is in a torque control mode, switching the torque control mode to a speed control mode;

[0035] In the speed control mode, the motor speed of the vehicle is controlled to decrease;

[0036] Adjust the vehicle's driving speed according to the motor speed;

[0037] An adjusted vehicle speed is obtained, and in response to determining that both the motor speed and the adjusted vehicle speed have stopped, a speed control mode is exited.

[0038] Optionally, the method further comprises:

[0039] In response to receiving a deceleration control command and the motor of the vehicle is in a torque control mode, switching the torque control mode to a speed control mode;

[0040] In the speed control mode, the motor speed of the vehicle is controlled to decrease;

[0041] In response to receiving an acceleration control command during a process in which the motor speed of the vehicle is decreasing, switching the speed control mode to the torque control mode;

[0042] The target output torque of the motor corresponding to the acceleration control command and the current output torque when the speed control mode is switched to the torque control mode are obtained, and the current output torque is increased to the target output torque to control the vehicle to accelerate.

[0043] Optionally, the vehicle is provided with a target pedal, and a deceleration control instruction is generated through the target pedal; an acceleration control instruction is generated through the target pedal.

[0044] Optionally, the slope of the road on which the vehicle is located is determined by the following process:

[0045] Detect the distance between the chassis of the vehicle and the slope of the road along the direction of gravity, and the distance between the chassis of the vehicle and the slope of the road along the direction perpendicular to the slope;

[0046] The slope of the road on which the vehicle is located is determined based on the distance along the direction of gravity and the distance along the direction perpendicular to the slope.

[0047] Based on the same inventive concept, the second aspect of the present application provides a driving control device, comprising:

[0048] a deceleration control module, configured to, in response to receiving a deceleration control instruction, determine that the slope of the road on which the vehicle is located is less than a preset slope threshold, and control the vehicle to decelerate through a motor speed control mode;

[0049] The parking state maintaining module is used to switch the electric braking force corresponding to the motor speed control mode to the mechanical braking force of the mechanical brake system in response to the vehicle decelerating to a stop, so as to maintain the parking state of the vehicle.

[0050] Based on the same inventive concept, the third aspect of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the above method when executing the computer program.

[0051] Based on the same inventive concept, the fourth aspect of the present application provides a vehicle, including the driving control device of the second aspect or the electronic device of the third aspect.

[0052] As can be seen from the above, the driving control method, device, electronic device and vehicle provided by the present application, when receiving a deceleration control instruction and determining that the road slope of the vehicle is less than a preset slope threshold, control the vehicle to decelerate through the motor speed control mode. When the road slope is small, the motor speed control mode can be used to accurately and smoothly control the vehicle deceleration. When the vehicle decelerates to a stop, in order to avoid the motor from continuously generating braking force to control the vehicle to remain in a stopped state and consuming more energy, the electric braking force corresponding to the motor speed control mode is switched to the mechanical braking force of the mechanical braking system, so that the size of the mechanical braking force of the mechanical braking system can reach the size of the electric braking force, and can then replace the electric braking force to ensure that the vehicle remains in a stopped state on a road with a road slope, thereby reducing energy consumption and avoiding the problem of energy waste. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] FIG1A is a flow chart of a driving control method according to an embodiment of the present application;

[0054] FIG1B is a schematic diagram showing the expansion of step 102;

[0055] FIG1C is a schematic diagram showing the expansion of step 1021;

[0056] FIG1D is a schematic diagram showing the expansion of step 1022;

[0057] FIG1E is a flow chart of vehicle acceleration control according to an embodiment of the present application;

[0058] FIG1F is a schematic diagram showing the expansion of step A3;

[0059] FIG1G is a schematic diagram showing the expansion of step 101;

[0060] FIG1H is a schematic diagram showing the expansion of step 1013;

[0061] FIG. 1I is a schematic diagram illustrating an expanded step of step 10131;

[0062] FIG1J is a flowchart of parking control according to an embodiment of the present application;

[0063] FIG1K is a flow chart of vehicle speed control according to an embodiment of the present application;

[0064] FIG1L is a flowchart of determining the slope of a road on which a vehicle is located according to an embodiment of the present application;

[0065] FIG2 is a schematic diagram of a driving control process according to an embodiment of the present application;

[0066] FIG3 is a schematic structural diagram of a driving control device according to an embodiment of the present application;

[0067] FIG4 is a schematic diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0068] It is understandable that before using the technical solutions of each embodiment of this application, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0069] For example, in response to receiving a user's active request, a prompt message is sent to the user to clearly inform the user that the operation requested will require the acquisition and use of the user's personal information. Thus, the user can independently choose whether to provide personal information to the electronic device, application, server, storage medium, or other software or hardware that performs the operation of the technical solution of this application based on the prompt message.

[0070] As an optional but non-limiting implementation, in response to a user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. Furthermore, the pop-up window may also contain a selection control for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0071] It is understandable that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this application. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this application.

[0072] In the prior art, parking on a road with a certain slope often requires the use of motor braking to achieve the purpose of stopping. Due to the complex road conditions on slopes, using motor braking to overcome the complex road conditions to achieve a smooth stop and maintain the parking state requires the vehicle to consume a lot of energy, resulting in energy waste.

[0073] A driving control method proposed in this embodiment is applied to the vehicle side. It controls vehicle deceleration through a motor speed control mode. When the road slope is small, the motor speed control mode can accurately and smoothly control vehicle deceleration. When the vehicle decelerates to a stop, in order to avoid the motor continuously generating braking force to control the vehicle to maintain a stopped state and consume a lot of energy, the electric braking force corresponding to the motor speed control mode is switched to the mechanical braking force of the mechanical braking system. The mechanical braking force of the mechanical braking system is made equal to the electric braking force, and can replace the electric braking force to ensure that the vehicle remains stopped on a road with a road slope, thereby reducing energy consumption and avoiding energy waste. As shown in FIG1A , the method includes:

[0074] Step 101 , in response to receiving a deceleration control instruction, determining that the slope of the road on which the vehicle is located is less than a preset slope threshold, and controlling the vehicle to decelerate through a motor speed control mode.

[0075] In this step, the deceleration control instruction can be the user stepping on the brake pedal, or a voice deceleration instruction, or the user clicking the deceleration control button, or the user releasing the target pedal.

[0076] In addition, when the user steps on the target pedal, an acceleration control instruction can be generated. In this way, the user's acceleration needs and braking needs can be met through the same target pedal, avoiding the user's repeated switching between the accelerator pedal and the brake pedal, facilitating driving and improving driving comfort.

[0077] When a deceleration control instruction is received and it is determined that the slope of the road on which the vehicle is located is less than a preset slope threshold, the vehicle is decelerated through the motor speed control mode. This method can avoid the problem of repeated adjustments when controlling the vehicle deceleration in the torque control mode, which makes it impossible to achieve quick braking. It can also avoid the problem of vehicle instability caused by jumps in the motor torque due to repeated adjustments. Therefore, the present application can achieve the effect of achieving quick braking and keeping the vehicle stable by controlling the vehicle deceleration through the motor speed control mode.

[0078] The detection of the road slope of the vehicle can also be performed by capturing an image of the road in front of the vehicle using a camera mounted on the vehicle, wherein the image includes a target object, detecting the target object in the image to obtain an object detection frame, determining an optical axis offset value of the camera based on the optical axis of the vehicle-mounted camera and the object detection frame, and determining a relative height value between the position of the target object and the position of the vehicle based on the optical axis offset value. The relative distance between the target object and the vehicle is then measured using a laser radar mounted on the vehicle. The relative height value between the position of the target object and the position of the vehicle is then compared with the relative distance between the target object and the vehicle to obtain the road slope of the vehicle. The relative distance and relative height value between the target object and the vehicle make the determination of the road slope of the vehicle more accurate.

[0079] Alternatively, the slope of the road on which the vehicle is located can be detected by using a first distance detector installed on the vehicle chassis to detect the distance d1 between the vehicle chassis and the slope in the direction of gravity. A second distance detector installed on the vehicle chassis can also detect the distance d2 between the vehicle chassis and the slope in a direction perpendicular to the slope. Based on distances d1 and d2, the slope of the road on which the vehicle is located can be determined using a preset road slope function, thereby enabling rapid determination of the road slope. The road slope function is shown below:

[0080] θ=cos(d2 / d1)

[0081] Where θ represents the slope of the road on which the vehicle is located, d1 represents the distance between the vehicle chassis and the slope along the direction of gravity, and d2 represents the distance between the vehicle chassis and the slope along the direction perpendicular to the slope.

[0082] In addition, if the slope of the road on which the vehicle is located is greater than or equal to a preset slope threshold, the mechanical braking system can be used to control the vehicle's deceleration and stop the vehicle, avoiding the situation where the motor speed control mode cannot successfully stop the vehicle due to the road slope being too steep.

[0083] The mechanical braking system may be a brake pedal, an automatic parking function key (AUTO HOLD), or an electronic stability program (ESP).

[0084] The speed control mode refers to a motor operating mode in which the speed output by the motor is adjusted as the control object.

[0085] Step 102 : In response to the vehicle decelerating to a stop, the electric braking force corresponding to the motor speed control mode is switched to the mechanical braking force of the mechanical brake system to maintain the vehicle in a stopped state.

[0086] In this step, when the vehicle decelerates to a stop, in order to avoid the motor consuming more energy by continuously generating braking force to control the vehicle to remain in a stopped state, the electric braking force corresponding to the motor's speed control mode is switched to the mechanical braking force of the mechanical braking system, so that the size of the mechanical braking force of the mechanical braking system can reach the size of the electric braking force, and can then replace the electric braking force to ensure that the vehicle remains in a stopped state on a road with a road slope.

[0087] Through the above scheme, when a deceleration control instruction is received and it is determined that the road slope on which the vehicle is located is less than a preset slope threshold, the vehicle is decelerated by the motor speed control mode. When the road slope is small, the motor speed control mode can be used to accurately and smoothly control the vehicle deceleration. When the vehicle decelerates to a stop, in order to avoid the motor from continuously generating braking force to control the vehicle to remain in a stopped state and consuming more energy, the electric braking force corresponding to the motor speed control mode is switched to the mechanical braking force of the mechanical braking system, so that the size of the mechanical braking force of the mechanical braking system can reach the size of the electric braking force, and then can replace the electric braking force to ensure that the vehicle remains in a stopped state on a road with a road slope, thereby reducing energy consumption and avoiding the problem of energy waste.

[0088] In some embodiments, as shown in FIG1B , in step 102 , the motor braking force corresponding to the motor speed control mode is switched to the mechanical braking force of the mechanical brake system to maintain the vehicle in a parked state, including:

[0089] Step 1021 : Increase the mechanical braking force of the mechanical braking system according to a first preset braking force gradient.

[0090] Step 1022: In response to determining that the mechanical braking force is greater than or equal to the motor braking force, the vehicle is controlled to maintain a parked state using the mechanical braking force, while the motor braking force is reduced according to a second preset braking force gradient until the motor braking force is zero.

[0091] In the above scheme, the first preset braking force can be set according to the specific situation and is not specifically limited here. For example, the first preset braking force is 2N, and the mechanical braking force is increased by a gradient as follows: 2N, 4N, 6N, 8N, 10N...2nN, increasing by 2N each time.

[0092] When the mechanical braking force is greater than or equal to the electric braking force, the vehicle can remain parked on a road with a smaller slope by controlling the mechanical braking force of the mechanical braking system. The mechanical braking force is used to replace the electric braking force to keep the vehicle parked on the road with a smaller slope. At this time, the electric braking force is reduced according to the second preset braking force gradient, so that the vehicle will not slip down the slope.

[0093] Among them, the second preset braking force can be set according to the specific situation and is not specifically limited here. For example, the second preset braking force is 4N, and the motor braking force is represented by a gradient reduction as follows: 16N, 12N, 8N, 4N, 0N, with a reduction of 4N each time.

[0094] By gradually increasing the mechanical braking force of the mechanical braking system, the electric braking force can be gradually reduced, avoiding vehicle shaking caused by excessive changes in the mechanical braking force and the electric braking force.

[0095] In some embodiments, as shown in FIG1C , step 1021 includes:

[0096] Step 10211: increasing the mechanical braking force of the mechanical braking system to a preset intermediate mechanical braking force according to a first preset interval time based on a first preset braking force gradient.

[0097] Step 10212: increasing the mechanical braking force from the intermediate mechanical braking force according to a second preset interval time based on the first preset braking force gradient, wherein the first preset interval time is greater than the second preset interval time.

[0098] In the above scheme, the first preset interval time can be set according to the specific situation, and it is not specifically limited here. The intermediate mechanical braking force can be set according to the specific situation, and it is not specifically limited here. For example, the first preset braking force is 2N, and the first preset interval time is 10 seconds. The mechanical braking force increases by 2N every 10 seconds until it increases to the intermediate mechanical braking force.

[0099] The second preset interval time can be set according to specific circumstances and is not specifically limited here. For example, the first preset interval time is 5 seconds, and the mechanical braking force increases based on the intermediate force, increasing by 2N every 5 seconds.

[0100] The increase rate of the mechanical braking force is limited by the first preset interval time, thereby avoiding the vehicle shaking caused by excessive changes in the mechanical braking force. When the mechanical braking force increases to the intermediate mechanical braking force, the increase rate of the mechanical braking force is increased by the second preset interval time, thereby saving the adjustment time of using mechanical braking force instead of electric braking force to control the vehicle to maintain a parked state.

[0101] In some embodiments, as shown in FIG. 1D , in step 1022 , reducing the motor braking force according to the second preset braking force gradient until the motor braking force is zero includes:

[0102] Step 10221: Reduce the motor braking force to a preset intermediate motor braking force according to a third preset interval time based on the second preset braking force gradient.

[0103] Step 10222: Reduce the motor braking force from the intermediate motor braking force to zero according to a fourth preset interval based on the second preset braking force gradient, wherein the third preset interval is greater than the fourth preset interval.

[0104] In the above scheme, the third preset interval time can be set according to the specific situation, and it is not specifically limited here. The intermediate motor braking force can be set according to the specific situation, and it is not specifically limited here. For example, the second preset braking force is 4N, and the third preset interval time is 6 seconds. The mechanical braking force is reduced by 4N every 6 seconds until it is reduced to the intermediate braking force.

[0105] The fourth preset interval time can be set according to specific circumstances and is not specifically limited here. For example, the fourth preset interval time is 3 seconds, and it is reduced based on the intermediate motor force, decreasing by 4N every 3 seconds until it is reduced to zero.

[0106] The speed at which the motor braking force decreases is limited by the third preset interval time, thereby avoiding vehicle shaking caused by excessive changes in the motor braking force. When the motor braking force decreases to the intermediate motor braking force, the speed at which the motor braking force decreases is increased by the fourth preset interval time, thereby saving the time for reducing the motor braking force to zero and reducing energy consumption.

[0107] In some embodiments, as shown in FIG. 1E , after step 102 , the method further includes:

[0108] In step A1 , in response to determining that an acceleration control instruction is received, a target driving force of the motor corresponding to the acceleration control instruction is determined.

[0109] Step A2: In response to determining that the target driving force is less than the motor braking force when controlling the vehicle to decelerate to a stop, controlling the vehicle to maintain a stopped state. Alternatively,

[0110] In step A3, in response to determining that the target driving force is greater than or equal to the motor braking force when controlling the vehicle to decelerate to a stop, the current driving force of the vehicle's motor is obtained, the current driving force is increased, and the mechanical braking force is reduced to control the vehicle to accelerate.

[0111] In the above solution, the acceleration control instruction may be the user stepping on the accelerator pedal, or a voice acceleration instruction, or the user clicking the acceleration control button, or the user stepping on the target pedal.

[0112] In addition, when the user releases the target pedal, a deceleration control instruction can be generated. In this way, the user's acceleration needs and braking needs can be met through the same target pedal, avoiding the user's repeated switching between the accelerator pedal and the brake pedal, facilitating driving and improving driving comfort.

[0113] The current driving force represents the actual driving force of the motor of the vehicle, and the target driving force represents the required driving force of the motor under the operation corresponding to the acceleration control command.

[0114] When a vehicle remains parked on a road with a small slope, the braking force on the vehicle that can keep the vehicle parked is a mechanical braking force. Therefore, if an acceleration control command is received, in order to accelerate the vehicle, the actual driving force of the motor needs to be greater than or equal to the motor braking force when the vehicle is decelerated to a stop. The current driving force of the vehicle's motor is obtained through a driving force sensor. The current driving force represents the actual driving force. The current driving force is increased and the mechanical braking force is reduced to control the vehicle to accelerate.

[0115] In addition, the target driving force corresponding to the acceleration control command may be determined, for example, based on the target pedal opening.

[0116] In some embodiments, as shown in FIG1F , in step A3, increasing the current driving force and reducing the mechanical braking force to control the vehicle to accelerate includes:

[0117] Step B1: increasing the current driving force according to a preset driving force gradient.

[0118] Step B2, in response to determining that the increased current driving force is greater than or equal to the electric braking force when controlling the vehicle to decelerate to a stop, the mechanical braking force is reduced according to a third preset braking force gradient until the mechanical braking force is zero, and the vehicle is controlled to accelerate.

[0119] In the above scheme, the current driving force is increased according to the preset driving force gradient. If the current driving force increases to the electric braking force that controls the vehicle to decelerate to a stop, the mechanical braking force is reduced according to the third preset braking force gradient until the mechanical braking force is zero. The vehicle can then gradually increase the driving force according to the acceleration control instruction, with the driving force corresponding to the acceleration control instruction as the target, to control the vehicle to accelerate. The third preset braking force can be set according to the specific situation and is not specifically limited here.

[0120] In some embodiments, in step 101, in response to receiving a deceleration control instruction, the method further includes:

[0121] Determine if the road slope on which the vehicle is located is greater than or equal to a preset slope threshold, and control the vehicle to decelerate through the mechanical braking system.

[0122] In the above scheme, if the slope of the road on which the vehicle is located is greater than or equal to the preset slope threshold, the mechanical braking system can be used to control the vehicle to slow down and stop the vehicle, avoiding the situation where the motor speed control mode cannot successfully stop the vehicle due to the road slope being too large.

[0123] The mechanical braking system may be a brake pedal, an automatic parking function key (AUTO HOLD), or an electronic stability program (ESP).

[0124] The speed control mode refers to a motor operating mode in which the speed output by the motor is adjusted as the control object.

[0125] In some embodiments, as shown in FIG1G , in step 101 , controlling vehicle deceleration through a motor speed control mode includes:

[0126] Step 1011 : In response to determining that the motor of the vehicle is in the torque control mode, the vehicle is controlled to decelerate, and the driving speed of the vehicle during the deceleration process is obtained.

[0127] Step 1012 : In response to determining that the vehicle speed is less than or equal to the preset speed threshold, the torque control mode is switched to the speed control mode.

[0128] Step 1013: In the speed control mode, the vehicle is continued to be controlled to decelerate by reducing the speed of the motor of the vehicle.

[0129] In the above scheme, the torque control mode refers to a motor working mode in which the torque output by the motor is adjusted as a control object, and the vehicle speed during the deceleration process is obtained through a vehicle speed sensor.

[0130] When a vehicle is traveling downhill on a road with a small slope, the negative sequence voltage causes the motor to generate a reverse torque to achieve vehicle braking, thereby achieving vehicle deceleration.

[0131] When a vehicle is traveling uphill on a road with decreasing road gradient, the positive sequence voltage causes the motor to generate positive torque to achieve vehicle braking, thereby enabling the vehicle to decelerate.

[0132] In addition, during the vehicle's deceleration process, brake energy recovery will also be performed to convert the vehicle's mechanical energy during the deceleration process into electrical energy storage. If an acceleration control command is received, brake energy recovery will be stopped. The acceleration control command can be the user stepping on the accelerator pedal, or a voice acceleration control command, or the user clicking the acceleration control button, or the user stepping on the target pedal.

[0133] When the vehicle's driving speed during deceleration decreases to a preset speed threshold, or is less than the preset speed threshold, it means that the vehicle's driving speed has decreased to a certain extent. At this time, the torque control mode is switched to the speed control mode, and the motor speed can be adjusted in the speed control mode.

[0134] By limiting the driving speed and entering the speed control mode when the driving speed decreases to a certain level, the vehicle can achieve energy recovery and thus save the vehicle's electricity.

[0135] There is a corresponding relationship between the motor speed and the vehicle's driving speed. The corresponding driving speed can be determined by the motor speed. Therefore, in the speed control mode, as the motor speed decreases, the vehicle's driving speed will also decrease. By reducing the motor speed, the driving speed can be accurately controlled.

[0136] In some embodiments, as shown in FIG1H , in step 1013 , continuing to control the vehicle to decelerate by reducing the motor speed of the vehicle includes:

[0137] Step 10131, obtaining the rolling radius of the vehicle's wheels, the reduced motor speed, and the transmission ratio from the vehicle's motor to the wheels.

[0138] Step 10132: Perform speed conversion based on the wheel rolling radius, the transmission ratio, and the reduced motor speed to obtain a target driving speed for the vehicle.

[0139] Step 10133: Obtain the current driving speed of the vehicle and adjust the current driving speed to the target driving speed.

[0140] In the above solution, the rolling radius of the vehicle's wheels is obtained by a laser rangefinder.

[0141] There's a certain correlation between motor speed and vehicle speed. Specifically, as motor speed increases, vehicle speed also increases. Conversely, as motor speed decreases, vehicle speed also decreases. This is because motor speed determines its output power and torque, which in turn affects the motion of the wheels. Vehicle speed is also affected by the wheel's rolling radius. A larger wheel rolling radius results in a faster wheel circumference and, consequently, a higher vehicle speed. In addition to the wheel's rolling radius, factors such as the transmission ratio also influence vehicle speed. Therefore, it's necessary to comprehensively consider multiple factors, including the wheel's rolling radius, transmission ratio, and real-time motor speed, to ensure accurate vehicle speed.

[0142] The target driving speed represents the driving speed corresponding to the reduced motor speed, and the current driving speed represents the actual driving speed of the vehicle. After determining the target driving speed, the current driving speed of the vehicle is adjusted to the target driving speed, thereby achieving precise adjustment of the driving speed by the motor speed.

[0143] It can be expressed as follows:

[0144] Driving speed = 2*3.05*motor speed*wheel rolling radius*gear ratio / 1000.

[0145] Among them, the weight parameter for determining the motor speed is 2*3.05, the weight parameter for the wheel rolling radius is 1, and the weight parameter for the transmission ratio is 1 / 1000. The transmission ratio represents the ratio of the speed between the output shaft of the motor and the wheel. Here, the transmission ratio is preferably 60 / 11.7.

[0146] In some embodiments, as shown in FIG. 1I , in step 10131 , obtaining the transmission ratio of the motor to the wheels of the vehicle includes:

[0147] Step 101311, determine the rotational speed of the output shaft of the vehicle's motor and the transmission ratio of the drive shaft of the vehicle's wheels.

[0148] Step 101312: perform ratio processing on the output shaft speed and the transmission ratio of the transmission shaft to obtain the transmission ratio from the vehicle's motor to the wheels.

[0149] In the above scheme, the transmission ratio refers to the ratio of the rotational speed of the motor output shaft to the rotational speed of the transmission shaft. The rotational speeds of the transmission shaft and the motor output shaft can be measured by measuring instruments. Usually, this can be achieved by installing a speed sensor or using a speed measuring instrument.

[0150] In some embodiments, as shown in FIG1J , the method further includes:

[0151] In step C1 , in response to determining that a deceleration control instruction is received and the motor of the vehicle is in a torque control mode, switching the torque control mode to a speed control mode.

[0152] Step C2: in the speed control mode, controlling the motor speed of the vehicle to decrease.

[0153] Step C3: adjusting the vehicle's driving speed according to the motor speed.

[0154] Step C4 , obtaining the adjusted driving speed, and in response to determining that both the motor speed and the adjusted driving speed have stopped, exiting the speed control mode.

[0155] In the above scheme, in the speed control mode, the motor speed of the vehicle can be reduced by reducing the power supply frequency of the motor, and the motor speed of the vehicle can be reduced by reducing the motor current, wherein the adjusted driving speed is obtained through the vehicle speed sensor.

[0156] When a deceleration control command is received and the vehicle's motor is in torque control mode, the motor control mode will be switched from the torque control mode to the speed control mode. The vehicle's driving speed will be reduced by reducing the motor speed in the speed control mode to achieve the purpose of braking. This method can avoid the problem of reducing the vehicle's driving speed in the torque control mode, which requires repeated adjustments and cannot achieve quick braking. It can also avoid the problem of vehicle instability caused by the jump of motor torque during repeated adjustments when reducing the vehicle's driving speed in the torque control mode.

[0157] It can achieve the effect of achieving quick braking and keeping the vehicle stable. By reducing the motor speed and driving speed to a stop and exiting the speed control mode, the vehicle will not shake when braking, causing the vehicle to be unstable, thereby ensuring the user's driving experience.

[0158] In some embodiments, as shown in FIG1K , the method further includes:

[0159] In step D1 , in response to receiving a deceleration control instruction and the motor of the vehicle is in a torque control mode, the torque control mode is switched to a speed control mode.

[0160] Step D2: In the speed control mode, the motor speed of the vehicle is controlled to decrease.

[0161] Step D3 , in response to receiving an acceleration control instruction during the process of decreasing the motor speed of the vehicle, switching the speed control mode to the torque control mode.

[0162] Step D4, obtaining the target output torque of the motor corresponding to the acceleration control instruction and the current output torque when the speed control mode is switched to the torque control mode, increasing the current output torque to the target output torque, and controlling the vehicle to accelerate.

[0163] In the above solution, the target output torque of the motor corresponding to the acceleration control instruction and the current output torque when the speed control mode is switched to the torque control mode are obtained through the force sensor.

[0164] When a deceleration control command is received and the vehicle's motor is in torque control mode, the torque control mode is switched to speed control mode. In speed control mode, the vehicle's motor speed is controlled to decrease. When an acceleration control command is received while the vehicle's motor speed is decreasing, in order to drive the vehicle, the speed control mode needs to be switched to torque control mode. Compared with the related art, the output torque of the motor increases from zero during acceleration, so there will be a jump in the output torque before and after acceleration. Therefore, by obtaining the target output torque of the motor corresponding to the acceleration control command and the current output torque when the speed control mode is switched to the torque control mode, the output torque of the motor during acceleration is directly based on the current output torque, and the current output torque is increased to the target output torque without increasing from zero. This ensures the continuity of the output torque of the motor before and after acceleration, avoids the jump in the output torque before and after acceleration, and thus avoids the vehicle from shaking, thereby ensuring the user's driving experience.

[0165] In some embodiments, the vehicle is provided with a target pedal, and a deceleration control instruction is generated through the target pedal; and an acceleration control instruction is generated through the target pedal.

[0166] In the above scheme, when the user releases the target pedal, a deceleration control instruction is generated; when the user steps on the target pedal, an acceleration control instruction is generated to control the vehicle to accelerate. In this way, the same target pedal can both meet the user's acceleration needs and the user's braking needs, avoiding the user's repeated switching between the accelerator pedal and the brake pedal, facilitating driving and improving driving comfort.

[0167] In addition, the vehicle is also equipped with a brake pedal and an accelerator pedal. When the vehicle encounters an emergency, the user can still step on the brake pedal to complete braking.

[0168] In some embodiments, as shown in FIG1L , in step 101 , the slope of the road on which the vehicle is located is determined by the following process:

[0169] Step E1, detecting the distance between the chassis of the vehicle and the slope of the road along the direction of gravity, and the distance between the chassis of the vehicle and the slope of the road along the direction perpendicular to the slope;

[0170] Step E2: determining the slope of the road on which the vehicle is located based on the distance along the gravity direction and the distance along the vertical slope direction.

[0171] In the above scheme, the slope of the road on which the vehicle is located is detected by a first distance detector installed on the vehicle chassis. The first distance detector detects the distance d1 between the vehicle chassis and the slope in the direction of gravity. A second distance detector installed on the vehicle chassis detects the distance d2 between the vehicle chassis and the slope in a direction perpendicular to the slope. Based on distances d1 and d2, the road slope of the vehicle is determined using a preset road slope function, thereby enabling rapid determination of the road slope. The road slope function is shown below:

[0172] θ=cos(d2 / d1)

[0173] Where θ represents the slope of the road on which the vehicle is located, d1 represents the distance between the vehicle chassis and the slope along the direction of gravity, and d2 represents the distance between the vehicle chassis and the slope along the direction perpendicular to the slope.

[0174] Based on the same inventive concept, the application scenario corresponding to the driving control method of the above embodiment is described in detail, as shown in FIG2 , as follows:

[0175] When the user releases the accelerator pedal (i.e., the deceleration control command), the hybrid vehicle control unit (HCU) determines whether the slope (i.e., the slope of the road on which the vehicle is located) is greater than or equal to T° (i.e., the preset slope threshold). If so, the vehicle is decelerated to a stop by mechanical braking. If not, the vehicle controller requests motor speed control and waits for the vehicle to stop (i.e., the vehicle decelerates to a stop). During this process, after receiving the request, the motor controller (MCU) controls the motor to enter speed control mode and adjusts the motor speed to control the vehicle to stop.

[0176] The vehicle controller requests motor speed control and after the vehicle comes to a stop, it applies the brakes (i.e., switches the electric braking force corresponding to the motor speed control mode to the mechanical braking force of the mechanical brake system to keep the vehicle parked), and reduces the electric braking force corresponding to the motor speed control mode until the electric braking force is zero.

[0177] When the accelerator pedal is pressed (i.e., the acceleration control instruction), the vehicle controller detects whether the output torque corresponding to the pedal opening (the target driving force corresponding to the acceleration control instruction) is greater than or equal to the electric braking force when the vehicle is decelerated to a stop. If so, the current driving force of the vehicle's motor is obtained and the current driving force is increased. When the increased current driving force is greater than or equal to the electric braking force when the vehicle is decelerated to a stop, the mechanical braking force is reduced until the mechanical braking force is zero and the vehicle accelerates. If not, the vehicle remains stationary.

[0178] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and completed by multiple devices working together. In the case of such a distributed scenario, one of the multiple devices may only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method of the embodiment of the present application.

[0179] It should be noted that the above description is limited to some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0180] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a driving control device.

[0181] Referring to FIG3 , the driving control device includes:

[0182] a deceleration control module 301 for, in response to receiving a deceleration control instruction, determining that the slope of the road on which the vehicle is located is less than a preset slope threshold, and controlling the vehicle to decelerate through a motor speed control mode;

[0183] The parking state maintaining module 302 is configured to switch the electric braking force corresponding to the motor speed control mode to the mechanical braking force of the mechanical brake system in response to the vehicle decelerating to a stop, so as to maintain the parking state of the vehicle.

[0184] In some embodiments, the parking state maintaining module 302 includes:

[0185] a mechanical braking force increasing unit, configured to increase the mechanical braking force of the mechanical braking system according to a first preset braking force gradient;

[0186] The motor braking force reducing unit is used to control the vehicle to maintain a parking state using the mechanical braking force in response to determining that the mechanical braking force is greater than or equal to the motor braking force, and at the same time reduce the motor braking force according to a second preset braking force gradient until the motor braking force is zero.

[0187] In some embodiments, the driving control device further includes an acceleration module, which switches the motor braking force corresponding to the motor speed control mode to the mechanical braking force of the mechanical brake system, and after maintaining the vehicle in a parked state, the acceleration module includes:

[0188] a target driving force determining unit, configured to determine a target driving force of the motor corresponding to the acceleration control instruction in response to determining that the acceleration control instruction is received;

[0189] a parking state maintaining unit for controlling the vehicle to maintain the parking state in response to determining that the target driving force is less than the motor braking force when controlling the vehicle to decelerate to a stop; or

[0190] The mechanical braking force reduction unit is used to obtain the current driving force of the vehicle's motor, increase the current driving force, and reduce the mechanical braking force in response to determining that the target driving force is greater than or equal to the motor braking force when controlling the vehicle to decelerate to a stop, so as to control the vehicle to accelerate.

[0191] In some embodiments, the mechanical braking force reduction unit is specifically configured to:

[0192] Increase the current driving force according to the preset driving force gradient;

[0193] In response to determining that the increased current driving force is greater than or equal to the motor braking force when controlling the vehicle to decelerate to a stop, the mechanical braking force is reduced according to a third preset braking force gradient until the mechanical braking force is zero, and the vehicle is controlled to accelerate.

[0194] In some embodiments, the driving control device further includes a mechanical braking deceleration module. In response to receiving a deceleration control instruction, the mechanical braking deceleration module is specifically configured to:

[0195] Determine if the road slope on which the vehicle is located is greater than or equal to a preset slope threshold, and control the vehicle to decelerate through the mechanical braking system.

[0196] In some embodiments, the deceleration control module 301 includes:

[0197] a deceleration unit, configured to control the vehicle to decelerate in response to determining that the motor of the vehicle is in a torque control mode, and obtain a driving speed of the vehicle during the deceleration process;

[0198] a speed control mode switching unit, configured to switch the torque control mode to the speed control mode in response to determining that the vehicle speed is less than or equal to a preset speed threshold;

[0199] The motor speed reducing unit is used to continue to control the vehicle to decelerate by reducing the motor speed of the vehicle in the speed control mode.

[0200] In some embodiments, the motor speed reducing unit includes:

[0201] an acquisition subunit, configured to acquire a wheel rolling radius of the vehicle, a reduced motor speed, and a transmission ratio from the motor to the wheel of the vehicle;

[0202] a speed conversion subunit, configured to perform speed conversion processing based on the wheel rolling radius, the transmission ratio, and the reduced motor speed to obtain a target driving speed of the vehicle;

[0203] Get the current driving speed of the vehicle and adjust the current driving speed to the target driving speed.

[0204] In some embodiments, the acquisition subunit is specifically configured to:

[0205] determining the speed of the output shaft of the vehicle's motor and the gear ratio of the drive shaft to the vehicle's wheels;

[0206] The output shaft speed and the transmission ratio of the transmission shaft are processed to obtain the transmission ratio from the vehicle's motor to the wheels.

[0207] In some embodiments, the driving control device further includes a deceleration module, the deceleration module being specifically configured to:

[0208] In response to determining that a deceleration control command has been received and the motor of the vehicle is in a torque control mode, switching the torque control mode to a speed control mode;

[0209] In the speed control mode, the motor speed of the vehicle is controlled to decrease;

[0210] Adjust the vehicle's driving speed according to the motor speed;

[0211] An adjusted vehicle speed is obtained, and in response to determining that both the motor speed and the adjusted vehicle speed have stopped, a speed control mode is exited.

[0212] In some embodiments, the driving control device further includes a speed control module, which is specifically configured to:

[0213] In response to receiving a deceleration control command and the motor of the vehicle is in a torque control mode, switching the torque control mode to a speed control mode;

[0214] In the speed control mode, the motor speed of the vehicle is controlled to decrease;

[0215] In response to receiving an acceleration control command during a process in which the motor speed of the vehicle is decreasing, switching the speed control mode to the torque control mode;

[0216] The target output torque of the motor corresponding to the acceleration control command and the current output torque when the speed control mode is switched to the torque control mode are obtained, and the current output torque is increased to the target output torque to control the vehicle to accelerate.

[0217] In some embodiments, the vehicle is provided with a target pedal, and a deceleration control instruction is generated through the target pedal; and an acceleration control instruction is generated through the target pedal.

[0218] In some embodiments, the driving control device further includes a road slope determination module, which is specifically configured to:

[0219] Detect the distance between the chassis of the vehicle and the slope of the road along the direction of gravity, and the distance between the chassis of the vehicle and the slope of the road along the direction perpendicular to the slope;

[0220] The slope of the road on which the vehicle is located is determined based on the distance along the direction of gravity and the distance along the direction perpendicular to the slope.

[0221] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0222] The device of the above embodiment is used to implement the corresponding driving control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0223] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, and when the processor executes the program, it implements the driving control method of any of the above embodiments.

[0224] FIG4 shows a more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment. The device may include: a processor 401, a memory 402, an input / output interface 403, a communication interface 404, and a bus 405. The processor 401, the memory 402, the input / output interface 403, and the communication interface 404 are communicatively connected to each other within the device via the bus 405.

[0225] The processor 401 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0226] The memory 402 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 402 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 402 and is called and executed by the processor 401.

[0227] The input / output interface 403 is used to connect to input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0228] The communication interface 404 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (such as USB, network cable, etc.) or a wireless method (such as mobile network, WIFI, Bluetooth, etc.).

[0229] The bus 405 comprises a pathway for transmitting information between various components of the device (eg, the processor 401 , the memory 402 , the input / output interface 403 , and the communication interface 404 ).

[0230] It should be noted that although the above device only shows the processor 401, the memory 402, the input / output interface 403, the communication interface 404, and the bus 405, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figure.

[0231] The electronic device of the above embodiment is used to implement the corresponding driving control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0232] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable a computer to execute the driving control method of any of the above embodiments.

[0233] The computer-readable media of this embodiment include permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0234] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the driving control method of any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0235] Based on the same inventive concept, this embodiment provides a vehicle corresponding to the driving control device or electronic device or storage medium of any of the above embodiments, and the vehicle is equipped with a driving control device or electronic device or storage medium that can implement the driving control method of any of the above embodiments.

[0236] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. Within the scope of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of different aspects of the above embodiments of the present application, which are not provided in detail for the sake of simplicity.

[0237] In addition, for simplicity of description and discussion, and in order not to make the embodiment of the application difficult to understand, the known power supply / ground connection with integrated circuit (IC) chip and other components may or may not be shown in the accompanying drawings provided. In addition, the device can be shown in the form of a block diagram to avoid making the embodiment of the application difficult to understand, and this also takes into account the following fact, that is, the details of the embodiment of these block diagram devices are highly dependent on the platform to be implemented in the embodiment of the application (that is, these details should be fully within the scope of understanding of those skilled in the art). When specific details (for example, circuit) are set forth to describe exemplary embodiments of the application, it will be apparent to those skilled in the art that the embodiment of the application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0238] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the embodiments discussed.

[0239] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of this application.

Claims

1. A driving control method, characterized in that: include: In response to receiving a deceleration control instruction, determining that the slope of the road on which the vehicle is located is less than a preset slope threshold, and controlling the vehicle to decelerate through a speed control mode of the motor; In response to the vehicle decelerating to a stop, the electric braking force corresponding to the speed control mode of the motor is switched to the mechanical braking force of the mechanical brake system to maintain the vehicle in a stopped state.

2. The method according to claim 1, characterized in that: The step of switching the motor braking force corresponding to the motor speed control mode to the mechanical braking force of the mechanical braking system to maintain the parking state of the vehicle includes: increasing the mechanical braking force of the mechanical braking system according to a first preset braking force gradient; In response to determining that the mechanical braking force is greater than or equal to the motor braking force, the vehicle is controlled to maintain a parking state using the mechanical braking force, while the motor braking force is reduced according to a second preset braking force gradient until the motor braking force is zero.

3. The method according to claim 1, characterized in that: After switching the motor braking force corresponding to the motor speed control mode to the mechanical braking force of the mechanical braking system to maintain the parking state of the vehicle, the method further includes: In response to determining that an acceleration control instruction is received, determining a target driving force of the motor corresponding to the acceleration control instruction; In response to determining that the target driving force is less than the motor driving force when controlling the vehicle to decelerate to a stop, controlling the vehicle to maintain a stopped state; or, In response to determining that the target driving force is greater than or equal to the motor braking force when controlling the vehicle to decelerate to a stop, the current driving force of the motor of the vehicle is obtained, the current driving force is increased, and the mechanical braking force is reduced to control the vehicle to accelerate.

4. The method according to claim 3, characterized in that The increasing the current driving force and reducing the mechanical braking force to control the vehicle to accelerate includes: Increase the current driving force according to the preset driving force gradient; In response to determining that the increased current driving force is greater than or equal to the motor braking force when controlling the vehicle to decelerate to a stop, the mechanical braking force is reduced according to a third preset braking force gradient until the mechanical braking force is zero, and the vehicle is controlled to accelerate.

5. The method according to claim 1, characterized in that In response to receiving the deceleration control instruction, the method further includes: It is determined that the slope of the road on which the vehicle is located is greater than or equal to a preset slope threshold, and the vehicle is decelerated by controlling the mechanical braking system.

6. The method according to claim 1, characterized in that The method of controlling the vehicle to decelerate by using a speed control mode of the motor includes: In response to determining that the motor of the vehicle is in a torque control mode, controlling the vehicle to decelerate, and acquiring a driving speed of the vehicle during the deceleration process; In response to determining that the driving speed is less than or equal to a preset speed threshold, switching the torque control mode to the speed control mode; In the speed control mode, the vehicle is continuously controlled to decelerate by reducing the speed of the motor of the vehicle.

7. The method according to claim 6, characterized in that The step of continuing to control the vehicle to decelerate by reducing the motor speed of the vehicle includes: Obtaining a wheel rolling radius of the vehicle, a reduced motor speed, and a motor-to-wheel transmission ratio of the vehicle; Performing speed conversion processing based on the wheel rolling radius, the transmission ratio and the reduced motor speed to obtain a target driving speed of the vehicle; The current driving speed of the vehicle is obtained, and the current driving speed is adjusted to the target driving speed.

8. The method according to claim 7, characterized in that The step of obtaining the transmission ratio of the motor to the wheels of the vehicle comprises: Determining the speed of the output shaft of the motor of the vehicle and the transmission ratio of the drive shaft of the wheels of the vehicle; The rotation speed of the output shaft and the transmission ratio of the transmission shaft are ratio-processed to obtain the transmission ratio from the motor to the wheels of the vehicle.

9. The method according to claim 1, characterized in that: The method further comprises: In response to determining that a deceleration control instruction is received and the motor of the vehicle is in a torque control mode, switching the torque control mode to a speed control mode; In the speed control mode, controlling the motor speed of the vehicle to decrease; adjusting the driving speed of the vehicle according to the motor speed; The adjusted vehicle speed is obtained, and in response to determining that both the motor speed and the adjusted vehicle speed are stopped, the speed control mode is exited.

10. The method according to claim 1, characterized in that The method further comprises: In response to receiving a deceleration control instruction and the motor of the vehicle is in a torque control mode, switching the torque control mode to a speed control mode; In the speed control mode, controlling the motor speed of the vehicle to decrease; In response to receiving an acceleration control instruction during a process in which the motor speed of the vehicle is reduced, switching the speed control mode to the torque control mode; The target output torque of the motor corresponding to the acceleration control instruction and the current output torque when the speed control mode is switched to the torque control mode are obtained, the current output torque is increased to the target output torque, and the vehicle is controlled to accelerate.

11. The method according to claim 1, characterized in that The vehicle is provided with a target pedal, through which a deceleration control instruction is generated; and through which an acceleration control instruction is generated.

12. The method according to claim 1, characterized in that The slope of the road on which the vehicle is located is determined by the following process: Detecting the distance between the chassis of the vehicle and the slope of the road along the direction of gravity, and the distance between the chassis of the vehicle and the slope of the road along the direction perpendicular to the slope; The slope of the road on which the vehicle is located is determined based on the distance along the gravity direction and the distance along the vertical slope direction.

13. A driving control device, characterized in that: include: A processor, wherein the processor is configured to execute the following program modules stored in the memory: a deceleration control module, configured to, in response to receiving a deceleration control instruction, determine that the slope of the road on which the vehicle is located is less than a preset slope threshold, and control the vehicle to decelerate through a motor speed control mode; The parking state maintaining module is used to switch the electric braking force corresponding to the speed control mode of the motor to the mechanical braking force of the mechanical braking system in response to the vehicle decelerating to a stop, so as to maintain the parking state of the vehicle.

14. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 12 is implemented.

15. A vehicle, characterized in that: It includes the driving control device according to claim 13 or the electronic device according to claim 14.

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