Vehicle control method and apparatus, device, and storage medium

Abstract

A vehicle (10) control method, comprising: verifying the reasonableness of a slope determination method on the basis of the change in a slope where a vehicle is located, the change being determined within a first duration (310); if the verification of the reasonableness is successful, on the basis of a longitudinal acceleration of the vehicle, determining a slope where the vehicle is currently located (320); determining a required torque of the vehicle on the basis of the slope where the vehicle is currently located and the speed of the vehicle (330); and controlling the gear position of the vehicle on the basis of the required torque of the vehicle (340). The method achieves more reasonable control of the gear position of a vehicle on the basis of a slope where the vehicle is located when the vehicle is in a ramp (20) condition. In addition, also disclosed are an apparatus, a device, and a storage medium.

Description

Vehicle control methods, devices, equipment and storage media

[0001] This application claims priority to Chinese Patent Application No. 202411043590.6, filed on July 31, 2024, entitled "Vehicle Control Method, Apparatus, Device and Storage Medium", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle technology, and in particular to a vehicle control method, device, equipment, and storage medium. Background Technology

[0003] Automatic transmissions have gained increasingly widespread use in vehicles due to their outstanding advantages, such as eliminating differences in driver shifting skills, effectively improving vehicle power and economy, reducing driver fatigue, and enhancing driving safety.

[0004] However, current automatic transmissions only use vehicle speed and throttle opening as control parameters for gear shifting, making it difficult to achieve reasonable control of the vehicle's gears under incline conditions. Summary of the Invention

[0005] This application provides a vehicle control method, apparatus, device, and storage medium. The technical solutions provided by this application are as follows:

[0006] According to one aspect of the embodiments of this application, a vehicle control method is provided, the method being executed by an electronic device, the method comprising:

[0007] The rationality of the slope determination method is verified based on the changes in the vehicle's slope within the first time period.

[0008] If the rationality is verified, the current slope of the vehicle is determined based on the vehicle's longitudinal acceleration;

[0009] The required torque of the vehicle is determined based on the current slope and speed of the vehicle.

[0010] The vehicle's gear is controlled according to the required torque of the vehicle.

[0011] According to one aspect of the embodiments of this application, a vehicle control device is provided, the device comprising:

[0012] A reasonable verification module is used to verify the reasonableness of the slope determination method based on the changes in the slope where the vehicle is located within the first time period.

[0013] The slope determination module is used to determine the current slope of the vehicle based on the vehicle's longitudinal acceleration, provided that the rationality has been verified.

[0014] The gear control module is used to determine the required torque of the vehicle based on the current slope and speed of the vehicle.

[0015] The gear control module is also used to control the gear of the vehicle according to the required torque of the vehicle.

[0016] According to one aspect of the embodiments of this application, an electronic device is provided, the electronic device including a processor and a memory, the memory storing a computer program, the computer program being loaded and executed by the processor to implement the above-described vehicle control method.

[0017] According to one aspect of the embodiments of this application, a computer-readable storage medium is provided, wherein a computer program is stored in the computer-readable storage medium, the computer program being loaded and executed by a processor to implement the above-described vehicle control method.

[0018] According to one aspect of the present application, a computer program product is provided, the computer program product including a computer program stored in a computer-readable storage medium, and a processor reading from the computer-readable storage medium and executing the computer program to implement the above-described vehicle control method.

[0019] The technical solutions provided in this application have at least the following beneficial effects:

[0020] By determining the vehicle's current gradient based on its longitudinal acceleration, and then determining the required torque based on that gradient and vehicle speed, the vehicle's gear is controlled accordingly. This allows for more reasonable gear control based on the vehicle's gradient when operating on an incline. Furthermore, before determining the current gradient using this method, the rationality of the gradient determination method is verified by observing changes in the gradient over a certain period (i.e., the first time period), ensuring the accuracy of the final determined gradient and thus guaranteeing reasonable gear control. Attached Figure Description

[0021] Figure 1 is a schematic diagram of the implementation environment of a solution provided in an embodiment of this application;

[0022] Figure 2 is a schematic diagram of the control logic of a vehicle controller controlling a vehicle according to an embodiment of this application;

[0023] Figure 3 is a flowchart of a vehicle control method provided in an embodiment of this application;

[0024] Figure 4 is a schematic diagram of the slope calculation principle provided in one embodiment of this application;

[0025] Figure 5 is a block diagram of a vehicle control device provided in an embodiment of this application;

[0026] Figure 6 is a structural block diagram of an electronic device provided in one embodiment of this application. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0028] Please refer to Figure 1, which shows a schematic diagram of the implementation environment of a solution provided in one embodiment of this application.

[0029] In the implementation environment of this scheme, vehicle 10 is located on ramp 20. The vehicle control unit (VCU) 15 in vehicle 10 is used to control vehicle 10, such as controlling gear switching and charging power when vehicle 10 is driving.

[0030] Vehicle 10 can be a gasoline-powered vehicle, a hybrid electric vehicle (HEV), or a battery electric vehicle (BEV).

[0031] In some embodiments, vehicle 10 is a hybrid electric vehicle, meaning that vehicle 10 is driven by both a combustion engine and an electric motor. Hybrid electric vehicles may include plug-in hybrid electric vehicles (PHEVs), series hybrid electric vehicles (SHEVs), and parallel-parallel hybrid electric vehicles. The vehicle controller 15 may be a hybrid control unit (HCU).

[0032] In this embodiment, the vehicle controller 15 can identify the slope of the vehicle 10 and control the vehicle 10 based on the slope. The specific implementation is described in the following embodiments.

[0033] Please refer to Figure 2, which shows a schematic diagram of the control logic of a vehicle controller controlling a vehicle according to an embodiment of this application.

[0034] The vehicle controller calculates the vehicle's gradient based on the longitudinal acceleration measured by the vehicle's longitudinal acceleration sensor. The controller then assesses the validity of the gradient calculation. If the gradient is valid, the vehicle's gradient recognition function is activated, and the corrected shift map (MAP) based on the detected gradient is applied (see figure). The shift map describes the relationship between vehicle speed and required torque. By retrieving the required torque from the corrected shift map based on the vehicle speed, the vehicle's gear is adjusted to match that torque requirement. If the gradient calculation is invalid, or if the vehicle is in wheel-turning mode (i.e., only the wheels are moving, not the body), the gradient recognition function is deactivated, and the shift map is not corrected based on the vehicle's gradient.

[0035] By employing the above control logic, the vehicle's gear can be controlled according to the slope when driving on an incline, thereby improving the vehicle's drivability. The control logic will be explained in detail below through specific embodiments.

[0036] Please refer to Figure 3, which shows a flowchart of a vehicle control method provided in an embodiment of this application. The execution subject of each step of the method is an electronic device, such as the vehicle controller 15 in the vehicle 10. The method includes at least one of the following steps 310 to 340.

[0037] Step 310: Verify the rationality of the slope determination method based on the changes in the slope where the vehicle is located within the first time period.

[0038] The slope is the ratio of the vertical height of a ramp to its horizontal length, usually expressed as a percentage.

[0039] The duration is set by the technicians as needed, such as 1s, 3s, 10s, etc., and this application does not limit it.

[0040] The slope at which the vehicle is located within the first time period is determined by the slope determination method. For details of the slope determination method, please refer to step 320 below, which will not be repeated here.

[0041] In some embodiments, the slope at which the vehicle is located is determined at at least two time points within a first duration (such as the start and end time points of the first duration). The changes in slope at each of the at least two time points reflect the changes in the slope at which the vehicle is located within the first duration.

[0042] In some embodiments, within a first duration, the slope of the vehicle is determined at a first time interval to obtain the slope corresponding to at least two time points. The first time interval is set by a technician as needed, such as 0.2s, 0.5s, 1s, etc., and this application does not limit it.

[0043] In some embodiments, the conditions for reasonableness to be verified include at least one of the following: the slope at which the vehicle is located within the first time period (such as the slopes corresponding to the at least two time points mentioned above) does not exceed the set slope range, and the rate of change of the slope at which the vehicle is located within the first time period is less than the set rate of change.

[0044] The slope range can be set by technicians as needed, such as 2% to 40%, 3% to 50%, etc., and this application does not limit it.

[0045] In some embodiments, the aforementioned rate of change is calculated based on the slope at which the vehicle is located, determined at the start and end times of the first duration. For example, the rate of change is obtained by dividing the difference between the slope at which the vehicle is located at the end time and the slope at which the vehicle is located at the start time by the slope at which the vehicle is located at the start time.

[0046] In some embodiments, the rate of change is calculated based on the maximum and minimum slopes among the slopes at which the vehicle is located within the first time period (such as the slopes corresponding to the at least two time points mentioned above). For example, the rate of change is obtained by dividing the difference between the maximum and minimum slopes by the minimum slope.

[0047] In some embodiments, the conditions for reasonableness verification include at least one of the following: within a first duration, the vehicle speed does not exceed a set speed range; within a first duration, the vehicle steering wheel angle does not exceed a set angle range.

[0048] The speed and angle ranges mentioned above can be set by technicians as needed, and this application does not impose any limitations on them.

[0049] Step 320: If the rationality is verified, determine the current slope of the vehicle based on the vehicle's longitudinal acceleration.

[0050] The longitudinal acceleration of a vehicle refers to the acceleration along the longitudinal axis of the vehicle.

[0051] In some embodiments, longitudinal acceleration is acquired by a longitudinal acceleration sensor in the vehicle. The longitudinal acceleration sensor can measure the longitudinal acceleration of the vehicle in real time and convert the measured longitudinal acceleration into the form of an electrical signal.

[0052] The current gradient of the vehicle refers to the gradient at which the vehicle is currently located. The current time refers to the moment when the process of "determining the current gradient of the vehicle based on its longitudinal acceleration" begins.

[0053] In some embodiments, step 320 includes at least one sub-step of steps 322 to 326.

[0054] Sub-step 322: Divide the difference between the vehicle's longitudinal acceleration and rate of change of velocity by the gravitational acceleration to obtain the first slope.

[0055] In some embodiments, provided that the rationality is verified, the difference between the vehicle's longitudinal acceleration and the rate of change of velocity is divided by the gravitational acceleration to obtain the first slope.

[0056] Sub-step 324: If the first slope is less than or equal to the first threshold, the first slope is determined as the current slope of the vehicle.

[0057] Please refer to Figure 4, which shows a schematic diagram of the slope calculation principle provided in one embodiment of this application.

[0058] Vehicle 10 travels on a slope 20 with an angle of θ. The first slope is (aa*) / g = gsinθ / g = sinθ, where g is the acceleration due to gravity, a is the longitudinal acceleration, and a* is the rate of change of velocity. When the vehicle is stationary or traveling at a constant speed, a* = 0, and the first slope is a / g.

[0059] Since sinθ is approximately equal to tanθ when the angle θ is small, it can be assumed that the current slope of the vehicle is equal to the first slope.

[0060] That is, the current slope of the vehicle is i = tanθ ≈ sinθ = gsinθ / g = (aa*) / g.

[0061] The aforementioned rate of change of speed can be calculated using the following formula: a*=(V2-V1) / △t, where V1 is the vehicle speed at the first moment, V2 is the vehicle speed at the second moment (which can be the current moment), and △t is the set interval between the first and second moments. △t is set by technicians as needed, such as 0.3s, 0.5s, 0.7s, etc.

[0062] In road design specifications, the gradient of ordinary driving roads should not exceed 8%. In this case, θ≤5°, that is, when 0°≤θ≤5°, sinθ=tanθ is considered, so the first threshold can be set to 8%. The first threshold can also be set to other values ​​by technicians as needed, and this application does not limit it.

[0063] Sub-step 326: If the first slope is greater than the first threshold, determine the current slope of the vehicle based on the vehicle's longitudinal acceleration, speed and throttle opening.

[0064] When the first slope is greater than the first threshold, the slope angle θ is considered to be large, and sinθ cannot be considered equal to tanθ.

[0065] In some embodiments, since the vehicle's speed, throttle opening, and longitudinal acceleration have different correspondences under different slopes, a relationship table of speed, throttle opening, longitudinal acceleration, and slope can be established based on experiments (the relationship table is used to record the correspondence of these four factors). The vehicle's current slope can be obtained by looking up the table based on its longitudinal acceleration, speed, and throttle opening. Furthermore, since this method is only applied under steep slope conditions (where the first slope is greater than a first threshold), it is only necessary to pre-calibrate the relationship table of speed, throttle opening, longitudinal acceleration, and slope under steep slope conditions.

[0066] In some embodiments, the uphill and downhill driving conditions of the vehicle correspond to different relation tables. When the vehicle is in an uphill driving condition, the current slope of the vehicle is queried from the relation table corresponding to the uphill driving condition. When the vehicle is in a downhill driving condition, the current slope of the vehicle is queried from the relation table corresponding to the downhill driving condition.

[0067] The above steps 320 and each of the sub-steps included in step 320 can all be used as methods for determining the slope in the above embodiments, and this application will not elaborate on them further.

[0068] In the above embodiment, two different slope identification methods are used to identify the slope under both small and large slopes. One method, for small slopes, utilizes the property of sinθ approximating tanθ to quickly calculate the slope. The other method, for large slopes, obtains the slope more accurately based on the vehicle's longitudinal acceleration, speed, and throttle opening, making this solution applicable to various slope conditions. Step 330: Determine the vehicle's required torque based on the vehicle's current slope and speed.

[0069] Torque is a force that causes an object to rotate.

[0070] Required torque is the torque required for a vehicle to maintain a certain state. In some embodiments, the required torque of a vehicle is the torque required for the vehicle to maintain its current state (maintaining the current speed at the current slope).

[0071] The required torque can be provided by the vehicle's internal combustion engine, the vehicle's electric motor, or a combination of both.

[0072] In some embodiments, step 330 includes: determining the required torque of the vehicle based on the current slope and speed of the vehicle when the vehicle is not in hub mode and the current slope of the vehicle is greater than a second threshold. In hub mode, the vehicle only moves the wheel hubs while the vehicle body remains stationary.

[0073] The wheel spin mode is often used for vehicle performance testing. In wheel spin mode, there is no need to identify the slope to control the gear.

[0074] The second threshold is the threshold used to determine whether the vehicle is in a slope condition. It is set by technicians as needed, such as 1%, 2%, 3%, etc. This application does not limit this.

[0075] In the above embodiment, the required torque of the vehicle is determined by comprehensively considering the slope only when the vehicle is not in the hub mode and is in the slope condition, which ensures the safety and reliability of the solution application and avoids invalid calculations.

[0076] In some embodiments, step 330 includes at least one of the following sub-steps 332 to 336.

[0077] Sub-step 332: Obtain the correction coefficient based on the current slope of the vehicle.

[0078] In some embodiments, technicians pre-calibrate coefficient data to describe the correspondence between slope and correction coefficient. For example, the coefficient data is in a calibrable tabular form, where different slopes correspond one-to-one with different correction coefficients. Based on the current slope of the vehicle, the correction coefficient corresponding to the current slope can be retrieved from the table.

[0079] Sub-step 334: Apply correction coefficients to correct the setting data to obtain corrected setting data. The setting data is used to describe the correspondence between vehicle speed and required torque.

[0080] The initial setup data is pre-configured by technicians and includes setup data for uphill and downhill applications.

[0081] In some embodiments, the setting data includes multiple speed-demand torque pairs, where the speed and demand torque in each speed-demand torque pair correspond to each other. In some embodiments, the values ​​of all speeds in the multiple speed-demand torque pairs are multiplied by a setting coefficient to obtain the corrected setting data. In some embodiments, the values ​​of all demand torques in the multiple speed-demand torque pairs are multiplied by a setting coefficient to obtain the corrected setting data.

[0082] In some embodiments, the set data is in the form of a curve, where the horizontal axis represents the required torque and the vertical axis represents the speed; or, the horizontal axis represents the speed and the vertical axis represents the required torque. In some embodiments, the value of the horizontal axis of the curve is multiplied by a set coefficient to obtain the corrected set data. In some embodiments, the value of the vertical axis of the curve is multiplied by a set coefficient to obtain the corrected set data.

[0083] In the embodiments of this application, the application of correction coefficients to correct the setting data can be to correct the speed value in the setting data or to correct the required torque value in the setting data. This application does not limit this to either.

[0084] Sub-step 336: Based on the vehicle's speed, obtain the vehicle's required torque from the corrected setting data.

[0085] Different settings are used for uphill and downhill driving conditions. When the vehicle is uphill, the settings for uphill driving are adjusted, and the required torque for the vehicle is obtained from these settings. When the vehicle is downhill, the settings for downhill driving are adjusted, and the required torque for the vehicle is obtained from these settings.

[0086] In the above embodiment, the slope is not directly used to determine the required torque, but rather to obtain a correction coefficient. This correction coefficient is used to adjust the setting data (which describes the relationship between vehicle speed and required torque) so that the adjusted setting data is suitable for use at the current slope. This fully utilizes the existing setting data and reduces the implementation cost of the solution.

[0087] Step 340: Control the vehicle's gear according to the vehicle's required torque.

[0088] In some embodiments, technicians pre-configure the required torque range corresponding to each gear of the vehicle (i.e., for a certain required torque range, the vehicle is suitable for the gear corresponding to that range). In other words, the appropriate gear for the vehicle can be determined directly based on the vehicle's required torque.

[0089] In some embodiments, the gear corresponding to the required torque of the vehicle is the current gear of the vehicle, meaning that it is not necessary to switch vehicle gears.

[0090] In some embodiments, the gear corresponding to the vehicle's required torque is not the vehicle's current gear, and the vehicle is switched from its current gear to the gear corresponding to the vehicle's required torque.

[0091] In some embodiments, the vehicle's gears are controlled by an automatic transmission within the vehicle.

[0092] In some embodiments, the automatic transmission is a DHT (Dedicated Hybrid Transmission).

[0093] The technical solution provided in this application determines the vehicle's current slope based on its longitudinal acceleration, then determines the vehicle's required torque based on the slope and vehicle speed, and uses this required torque to control the vehicle's gear. This achieves more reasonable gear control based on the vehicle's slope when the vehicle is on an incline. Furthermore, before determining the vehicle's current slope using the above method, the rationality of the slope determination method is verified based on the changes in the vehicle's slope over a certain period of time (i.e., a first period of time), ensuring the accuracy of the final determined slope and thus guaranteeing reasonable gear control.

[0094] In some embodiments, the above vehicle control method further includes the following steps:

[0095] 1. Determine the required charging power for the vehicle based on its current slope and SOC (State of Charge).

[0096] In some embodiments, the required charging power for the vehicle is retrieved from a slope charging power demand table based on the vehicle's current slope and its State of Charge (SOC). This slope charging power demand table is pre-calibrated by technicians and records the correspondence between slope, SOC, and the vehicle's required charging power.

[0097] 2. Control vehicle charging according to the charging power required by the vehicle.

[0098] In some embodiments, the vehicle is equipped with a first motor having a charging function. The first motor may be a motor dedicated to generating electrical energy to charge the battery in the vehicle, or the first motor may also have the function of providing power to the vehicle (providing torque to drive the vehicle) and charging.

[0099] In some embodiments, the engine (fuel engine) in the vehicle is controlled to drive a first motor to generate electrical energy, which is then used to charge the battery in the vehicle according to the charging power required by the vehicle.

[0100] The technical solution provided in the above embodiments determines the charging power for the vehicle based on the actual slope under slope conditions, taking into account the relationship between vehicle power consumption and slope (for example, the charging power will be increased under steep uphill conditions), which helps to ensure the vehicle's electrical balance.

[0101] In some embodiments, if the slope currently in which the vehicle is located is greater than a third threshold, the vehicle's motor is requested to provide torque in response to the release of the brake pedal.

[0102] The third threshold is similar to the second threshold, both used to determine whether a vehicle is on a slope. The third threshold and the second threshold can be the same or different.

[0103] The technical solution provided in the above embodiments can ensure that after the slope condition is detected, the driver releases the brake pedal and the EPB (Electrical Park Brake) in the vehicle no longer provides braking torque, and the motor torque is promptly requested to intervene, thereby preventing the vehicle from rolling back when starting on a slope and ensuring driving safety.

[0104] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0105] Please refer to Figure 5, which shows a block diagram of a vehicle control device according to an embodiment of this application. This vehicle control device has the function of implementing the above-described vehicle control method. The function can be implemented in hardware or by hardware executing corresponding software. The vehicle control device can be an electronic device or can be installed within an electronic device. The device 500 may include: a rationality verification module 510, a slope determination module 520, and a gear control module 530.

[0106] The reasonableness verification module 510 is used to verify the reasonableness of the slope determination method based on the changes in the slope where the vehicle is located within the first time period.

[0107] The slope determination module 520 is used to determine the current slope of the vehicle based on the vehicle's longitudinal acceleration, provided that the rationality has been verified.

[0108] The gear control module 530 is used to determine the required torque of the vehicle based on the current slope and speed of the vehicle.

[0109] The gear control module 530 is also used to control the gear of the vehicle according to the required torque of the vehicle.

[0110] In some embodiments, the slope determination module 520 is configured to divide the difference between the longitudinal acceleration and the rate of change of velocity of the vehicle by the gravitational acceleration to obtain a first slope; if the first slope is less than or equal to a first threshold, the first slope is determined as the current slope of the vehicle; if the first slope is greater than the first threshold, the current slope of the vehicle is determined based on the longitudinal acceleration, velocity and throttle opening of the vehicle.

[0111] In some embodiments, the gear control module 530 is configured to obtain a correction coefficient based on the current slope of the vehicle; apply the correction coefficient to correct the setting data to obtain corrected setting data, the setting data being used to describe the correspondence between the vehicle's speed and the required torque; and obtain the vehicle's required torque from the corrected setting data based on the vehicle's speed; wherein the uphill and downhill driving conditions of the vehicle correspond to different setting data.

[0112] In some embodiments, the device 500 further includes a charging control module (not shown in FIG5).

[0113] The charging control module is used to determine the required charging power of the vehicle based on the current slope of the vehicle and the vehicle's state of charge (SOC); and to control the vehicle to charge according to the required charging power.

[0114] In some embodiments, the gear control module 530 is configured to determine the required torque of the vehicle based on the current slope of the vehicle and the speed of the vehicle when the vehicle is not in the wheel hub mode and the current slope of the vehicle is greater than a second threshold; wherein, in the wheel hub mode, the vehicle only moves the wheel hub while the vehicle body remains stationary.

[0115] In some embodiments, the device 500 further includes a torque request module (not shown in FIG5).

[0116] A torque request module is configured to request torque from the vehicle's motor in response to the release of the brake pedal when the vehicle's current slope is greater than a third threshold.

[0117] The technical solution provided in this application determines the vehicle's current slope based on its longitudinal acceleration, then determines the vehicle's required torque based on the slope and vehicle speed, and uses this required torque to control the vehicle's gear. This achieves more reasonable gear control based on the vehicle's slope when the vehicle is on an incline. Furthermore, before determining the vehicle's current slope using the above method, the rationality of the slope determination method is verified based on the changes in the vehicle's slope over a certain period of time (i.e., a first period of time), ensuring the accuracy of the final determined slope and thus guaranteeing reasonable gear control.

[0118] It should be noted that the apparatus provided in the above embodiments is only illustrated by the division of the above functional modules when implementing its functions. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the apparatus and method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0119] Please refer to Figure 6, which exemplarily illustrates a structural block diagram of an electronic device provided in an embodiment of this application.

[0120] Typically, electronic device 600 includes a processor 601 and a memory 602. This electronic device 600 can be implemented as a vehicle controller in a vehicle.

[0121] Processor 601 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 601 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field Programmable Gate Array), and PLA (Programmable Logic Array). Processor 601 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 601 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the screen. In some embodiments, processor 601 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0122] The memory 602 may include one or more computer-readable storage media, which may be tangible and non-transitory. The memory 602 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 602 stores a computer program that is loaded and executed by the processor 601 to implement the vehicle control method described above.

[0123] Those skilled in the art will understand that the structure shown in FIG6 does not constitute a limitation on the electronic device 600, and may include more or fewer components than shown, or combine certain components, or employ different component arrangements.

[0124] In some embodiments, a computer-readable storage medium is also provided, wherein a computer program is stored therein, the computer program being loaded and executed by a processor to implement the vehicle control method described above.

[0125] Optionally, the computer-readable storage medium may include: ROM (Read-Only Memory), RAM (Random-Access Memory), SSD (Solid State Drives), or optical disc, etc. The random access memory may include ReRAM (Resistance Random Access Memory) and DRAM (Dynamic Random Access Memory).

[0126] In some embodiments, a computer program product is also provided, the computer program product including a computer program stored in a computer-readable storage medium, and a processor reading from the computer-readable storage medium and executing the computer program to implement the above-described vehicle control method.

[0127] It should be understood that "multiple" as used herein refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. Furthermore, the step numbers described herein are merely illustrative of one possible execution order. In some other embodiments, the steps may not be executed in numerical order, such as two steps with different numbers being executed simultaneously, or two steps with different numbers being executed in the reverse order of the illustration. This application does not limit this.

[0128] The above are merely exemplary embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application shall be included within the protection scope of this application.

Claims

1. A vehicle control method, the method being performed by an electronic device, the method comprising: verifying rationality of a determination method of a slope in which a vehicle is located according to a change of the slope determined within a first time duration; in a case where the rationality is verified, determining the slope in which the vehicle is currently located according to a longitudinal acceleration of the vehicle; determining a required torque of the vehicle according to the slope in which the vehicle is currently located and a speed of the vehicle; controlling a gear of the vehicle according to the required torque of the vehicle.

2. The method of claim 1, wherein, The determining the slope in which the vehicle is currently located according to the longitudinal acceleration of the vehicle comprises: dividing a difference between the longitudinal acceleration of the vehicle and a speed change rate by a gravitational acceleration to obtain a first slope; in a case where the first slope is less than or equal to a first threshold, determining the first slope as the slope in which the vehicle is currently located; in a case where the first slope is greater than the first threshold, determining the slope in which the vehicle is currently located according to the longitudinal acceleration of the vehicle, the speed of the vehicle and a throttle opening.

3. The method of claim 1, wherein, The determining the required torque of the vehicle according to the slope in which the vehicle is currently located and the speed of the vehicle comprises: obtaining a correction coefficient according to the slope in which the vehicle is currently located; correcting set data by using the correction coefficient to obtain corrected set data, the set data being used to describe a corresponding relationship between the speed of the vehicle and the required torque of the vehicle; obtaining the required torque of the vehicle from the corrected set data according to the speed of the vehicle; wherein different set data is corresponding to an uphill working condition and a downhill working condition of the vehicle.

4. The method of claim 1, wherein, The method further comprises: determining a required charging power of the vehicle according to the slope in which the vehicle is currently located and a state of charge (SOC) of the vehicle; controlling charging of the vehicle according to the required charging power of the vehicle.

5. The method of claim 1, wherein, The determining the required torque of the vehicle according to the slope in which the vehicle is currently located and the speed of the vehicle comprises: in a case where the vehicle is not in a hub mode and the slope in which the vehicle is currently located is greater than a second threshold, determining the required torque of the vehicle according to the slope in which the vehicle is currently located and the speed of the vehicle; wherein in the hub mode, the vehicle only moves a hub and a body is stationary.

6. The method of claim 1, wherein, The method further comprises: in a case where the slope in which the vehicle is currently located is greater than a third threshold, requesting a motor of the vehicle to provide a torque in response to a brake pedal being released. 7.A vehicle control apparatus, the apparatus comprising: a rationality verifying module configured to verify rationality of a determination method of a slope in which a vehicle is located according to a change of the slope determined within a first time duration; a slope determining module configured to, in a case where the rationality is verified, determine the slope in which the vehicle is currently located according to a longitudinal acceleration of the vehicle; a gear control module configured to determine a required torque of the vehicle according to the slope in which the vehicle is currently located and a speed of the vehicle; the gear control module is further configured to control a gear of the vehicle according to the required torque of the vehicle.

8. An electronic device comprising a processor and a memory, the memory having stored therein a computer program, the computer program being loaded and executed by the processor to implement the method of any one of claims 1 to 6.

9. A computer readable storage medium having stored therein a computer program, the computer program being loaded and executed by a processor to implement the method of any one of claims 1 to 6.

10. A computer program product comprising a computer program stored in a computer readable storage medium, the computer program being read and executed by a processor from the computer readable storage medium to implement the method of any one of claims 1 to 6.

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