Vehicle control method, medium, product, device and vehicle

Abstract

A vehicle control method, a medium, a product, a device, and a vehicle, relating to the technical field of vehicle control. The method comprises: when a vehicle satisfies a preset hill descent condition, on the basis of vehicle working condition information, determining a target speed corresponding to the vehicle; and, on the basis of the target speed, controlling the vehicle to operate such that the vehicle is adjusted from the current traveling speed to the target speed. The determined target speed has an adaptive and variable characteristic, which means that in practical applications, the vehicle can better adapt to complex and variable road conditions to fit the driving expectation of a driver, greatly enhancing driving comfort and bringing a better and safer driving experience to the user.

Description

Vehicle control method, medium, product, device and vehicle

[0001] Cross-reference to related applications

[0002] The present disclosure claims priority to the Chinese patent application No. 202510318461.1, filed on March 14, 2025, and entitled "Vehicle control method, medium, product, device and vehicle", the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0003] The present disclosure relates to the technical field of vehicle control, in particular, to a vehicle control method, medium, product, device and vehicle. BACKGROUND

[0004] At present, based on the steep slope slow descent function of pure electric vehicles or hybrid vehicles, the steep slope slow descent control of the vehicle can be realized.

[0005] The steep slope slow descent control method of the vehicle provided in the related art lacks flexibility, cannot guarantee driving safety, and is difficult to meet the driving comfort requirement. SUMMARY

[0006] The present disclosure aims to at least partially solve one of the technical problems in the related art.

[0007] To this end, the present disclosure provides a vehicle control method, medium, product, device and vehicle.

[0008] A first object of the present disclosure is to provide a vehicle control method.

[0009] A second object of the present disclosure is to provide a computer-readable storage medium.

[0010] A third object of the present disclosure is to provide a computer program product.

[0011] A fourth object of the present disclosure is to provide an electronic device.

[0012] A fifth object of the present disclosure is to provide a vehicle.

[0013] To achieve the above objects, the first aspect of the present disclosure provides a vehicle control method, the method comprising:

[0014] In the case that the vehicle meets a preset steep slope slow descent condition, a target speed corresponding to the vehicle is determined according to vehicle working condition information; the vehicle working condition information includes road surface information of a driving section where the vehicle is located and / or driving information of the vehicle;

[0015] Based on the target speed, the vehicle is controlled to run so as to be adjusted from a current running speed to the target speed.

[0016] According to one embodiment of the present disclosure, the preset steep slope slow descent condition includes that a road surface slope of a running section where the vehicle is located is greater than or equal to a preset slope threshold.

[0017] According to one embodiment of the present disclosure, the road surface information includes a road surface slope, and the determining the target speed corresponding to the vehicle according to the vehicle working condition information includes:

[0018] The target speed corresponding to the vehicle is determined according to the road surface slope.

[0019] According to one embodiment of the present disclosure, the determining the target speed corresponding to the vehicle according to the road surface slope includes:

[0020] In a case where the road surface slope is located in a first preset slope range, the target speed is determined as a first speed; or,

[0021] In a case where the road surface slope is located in a second preset slope range, the target speed is determined as a second speed.

[0022] Wherein, a maximum value of the slope in the first preset slope range is less than a minimum value of the slope in the second preset slope range, and the first speed is greater than the second speed.

[0023] According to one embodiment of the present disclosure, the road surface information includes a road surface curve radius, and the determining the target speed corresponding to the vehicle according to the vehicle working condition information includes:

[0024] The target speed corresponding to the vehicle is determined according to the road surface curve radius.

[0025] According to one embodiment of the present disclosure, the determining the target speed corresponding to the vehicle according to the road surface curve radius includes:

[0026] In a case where the road surface curve radius is located in a first preset curve radius range, the target speed is determined as a third speed; or,

[0027] In a case where the road surface curve radius is located in a second preset curve radius range, the target speed is determined as a fourth speed.

[0028] Wherein, a maximum value of the curve radius in the first preset curve radius range is less than a minimum value of the curve radius in the second preset curve radius range, and the third speed is less than the fourth speed.

[0029] According to one embodiment of this disclosure, the road surface information includes road surface type, and determining the target speed corresponding to the vehicle based on vehicle operating condition information includes:

[0030] The target speed corresponding to the vehicle is determined based on the road surface type.

[0031] According to one embodiment of this disclosure, determining the target speed corresponding to the vehicle based on the road surface type includes:

[0032] If the road surface type is type one, the target speed is determined to be the fifth speed; or,

[0033] If the road surface type is type two, the target speed is determined to be the sixth speed;

[0034] Wherein, the first type of road condition is better than the second type of road condition, and the fifth speed is greater than the sixth speed.

[0035] According to one embodiment of this disclosure, the driving information includes driving mode and / or gear information, and determining the target speed corresponding to the vehicle based on the vehicle operating condition information includes:

[0036] The target speed of the vehicle is determined based on a preset correspondence relationship according to the driving mode and / or gear information; the preset correspondence relationship includes the correspondence between the driving mode and / or the gear information and the speed.

[0037] According to one embodiment of this disclosure, the method further includes:

[0038] Determine the target fault state of the vehicle; the target fault state includes motor fault state and / or hydraulic fault state.

[0039] When the vehicle meets the preset steep slope descent conditions, determining the target speed corresponding to the vehicle based on the vehicle's operating condition information includes:

[0040] If the vehicle meets the preset steep slope descent conditions when the target fault state indicates that the vehicle has not malfunctioned, the target speed corresponding to the vehicle is determined based on the vehicle operating condition information.

[0041] According to one embodiment of this disclosure, controlling the vehicle operation based on the target speed includes:

[0042] The target driving torque of the vehicle is determined based on the driving speed and the target speed; the target driving torque includes the target braking torque or the target driving torque.

[0043] The vehicle is controlled to operate based on the target driving torque.

[0044] According to one embodiment of this disclosure, determining the target driving torque corresponding to the vehicle based on the driving speed and the target speed includes:

[0045] Determine the speed difference between the driving speed and the target speed;

[0046] The target driving torque of the vehicle is determined based on the speed difference.

[0047] According to one embodiment of this disclosure, when the target driving torque is the target braking torque, the method further includes:

[0048] Determine the orientation of the vehicle's front end;

[0049] Based on the vehicle's gear information and the vehicle's orientation, determine the target braking method corresponding to the vehicle;

[0050] The step of controlling the vehicle operation based on the target driving torque includes:

[0051] The vehicle braking is controlled according to the target braking method and the target braking torque.

[0052] According to one embodiment of this disclosure, determining the vehicle's frontal orientation includes:

[0053] Obtain the road slope corresponding to the vehicle;

[0054] The vehicle's heading is determined based on the road surface slope.

[0055] According to one embodiment of this disclosure, determining the target braking method corresponding to the vehicle based on the vehicle's gear information and the vehicle's heading includes:

[0056] If the gear position information and the vehicle's orientation meet a first preset condition, the target braking method is determined to include electric braking; or,

[0057] If the gear position information and the vehicle's orientation meet the second preset condition, the target braking method is determined to include mechanical braking.

[0058] According to one embodiment of this disclosure, the first preset condition includes the vehicle being in drive and the vehicle facing downwards, or the vehicle being in reverse and the vehicle facing upwards.

[0059] According to one embodiment of this disclosure, the second preset condition includes the vehicle being in neutral and the vehicle being facing downwards.

[0060] According to one embodiment of this disclosure, determining that the target braking method includes electric braking includes:

[0061] When the target braking torque is less than or equal to the maximum feedback torque corresponding to the vehicle, the target braking method includes electric braking; or,

[0062] When the target braking torque is greater than the maximum feedback torque, the target braking method includes electric braking and mechanical braking.

[0063] According to one embodiment of this disclosure, when the target driving torque is a target driving torque, controlling the vehicle operation according to the target driving torque includes:

[0064] Determine the orientation of the vehicle's front end;

[0065] When the vehicle's gear position information and the vehicle's front orientation meet the first preset conditions, the vehicle's drive is controlled according to the target drive torque.

[0066] The first aspect of this disclosure proposes a vehicle control method. First, when the vehicle meets preset steep slope descent conditions, a target speed is determined based on vehicle operating condition information, including road surface information of the road segment where the vehicle is traveling and / or the vehicle's driving information. Then, based on the target speed, the vehicle's operation is controlled to adjust from its current speed to the target speed. Thus, during driving, if the vehicle meets the preset steep slope descent conditions, it can be determined that the vehicle needs to adjust its speed. At this time, the target speed to which the vehicle needs to adjust can be determined based on the vehicle operating condition information, and precise control of the vehicle's operation can be implemented based on this target speed, enabling the vehicle to smoothly transition from its current speed to the target speed. The target speed determined by this disclosure has adaptive and variable characteristics, meaning that in practical applications, the vehicle can better adapt to complex and changing road conditions, meeting the driver's driving expectations. Compared to traditional technologies, this disclosure significantly improves vehicle safety in steep slope driving scenarios, greatly enhances driving comfort, and provides users with a higher quality and safer driving experience.

[0067] To achieve the above objectives, a second aspect of this disclosure provides a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of the vehicle control method provided in the first aspect of this disclosure.

[0068] To achieve the above objectives, a third aspect of this disclosure provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle control method provided in the first aspect of this disclosure.

[0069] To achieve the above objectives, a fourth aspect of this disclosure provides an electronic device, comprising: a memory storing a computer program thereon; and a processor for executing the computer program in the memory to implement the steps of the vehicle control method provided in the first aspect of this disclosure.

[0070] To achieve the above objectives, a fifth aspect of this disclosure provides a vehicle that includes the electronic equipment provided in the fourth aspect.

[0071] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0072] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, in which:

[0073] Figure 1 is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0074] Figure 2 is a flowchart illustrating another vehicle control method according to an exemplary embodiment.

[0075] Figure 3 is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

[0076] Figure 4 is a block diagram illustrating a vehicle control system according to an exemplary embodiment.

[0077] Figure 5 is a block diagram illustrating a vehicle control device according to an exemplary embodiment.

[0078] Figure 6 is a block diagram illustrating an electronic device according to an exemplary embodiment.

[0079] Figure 7 is a block diagram illustrating a vehicle according to an exemplary embodiment. Detailed Implementation

[0080] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0081] The terms "first," "second," etc., used in this disclosure, claims, and the accompanying drawings are for distinguishing similar objects and are not necessarily construed as indicating a specific order or sequence. Furthermore, in the description with reference to the accompanying drawings, the same reference numerals in different drawings denote the same elements.

[0082] In the description of this disclosure, unless otherwise stated, "multiple" means two or more, and other quantifiers are similar; "at least one," "one or more," or similar expressions refer to any combination of these items, including any combination of singular or plural items. For example, at least one 'a' can represent any number of 'a's; as another example, one or more of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple; "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, and B alone, where A and B can be singular or plural. The character " / " indicates that the preceding and following related objects are in an "or" relationship.

[0083] Although operations or steps are described in a specific order in the accompanying drawings in the embodiments of this disclosure, it should not be construed as requiring these operations or steps to be performed in the specific order or serial order shown, or requiring all of the shown operations or steps to be performed to obtain the desired result. In the embodiments of this disclosure, these operations or steps may be performed serially; they may be performed in parallel; or a portion of these operations or steps may be performed.

[0084] Before introducing the vehicle control methods, media, products, devices, and vehicles provided in this disclosure, the application scenarios involved in the various embodiments of this disclosure will first be introduced. This disclosure can be applied to the driving process of vehicles. In order to ensure the driving safety of vehicles, most current pure electric vehicles or hybrid vehicles are equipped with Hill Descent Control (HDC), also known as a slope control system. Its main function is to control the vehicle speed at a low level and maintain tire grip when the vehicle is driving on a steep downhill road, so that the vehicle can safely drive to the flat road at the bottom of the slope.

[0085] In related technologies, vehicle data is detected in hill descent control mode; when the vehicle data meets set conditions, a target speed is obtained. The vehicle is then controlled to descend to the target speed based on this target speed. While this method can effectively achieve hill descent control, the target speed is preset. In real-world scenarios, different road conditions have varying degrees of adaptability to different speeds. For example, if the target speed is high when driving on a steep incline, there is a safety risk; if the target speed is high when driving on a curve with a small radius of curvature, it can easily lead to greater lateral acceleration, thus reducing driving comfort. Therefore, this method cannot guarantee driving safety and comfort under different road conditions.

[0086] To address the aforementioned technical problems, this invention provides a vehicle control method, medium, product, device, and vehicle. During driving, it can determine in real time whether the vehicle meets preset hill descent control conditions, i.e., it can quickly identify whether the vehicle is in a steep slope driving scenario. Once the preset hill descent control conditions are met, it can be determined that the current vehicle speed needs to be adjusted to ensure driving safety and comfort. At this time, based on vehicle operating information, the target speed to which the vehicle needs to be adjusted can be accurately determined, and precise control of the vehicle operation can be implemented based on this target speed, enabling the vehicle to smoothly transition from the current driving speed to the target speed. The target speed determined by this disclosure has adaptive and variable characteristics, which means that in practical applications, the vehicle can better adapt to complex and changing road conditions and meet the driver's driving expectations. Compared with traditional technologies, this disclosure significantly improves vehicle safety in steep slope driving scenarios, greatly enhances driving comfort, and brings users a better and safer driving experience.

[0087] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0088] Figure 1 is a flowchart illustrating a vehicle control method according to an exemplary embodiment. As shown in Figure 1, the method may include the following steps:

[0089] In step S101, if the vehicle meets the preset steep slope descent conditions, the target speed corresponding to the vehicle is determined based on the vehicle operating condition information.

[0090] The vehicle operating condition information may include, for example, road surface information of the route the vehicle is traveling on and / or the vehicle's driving information. Both road surface information and driving information can be collected by corresponding sensors installed on the vehicle. The road surface information refers to various data related to the road conditions of the route the vehicle is traveling on, while the driving information refers to the dynamic data of the vehicle itself during driving, which will affect the vehicle's stability and comfort during driving.

[0091] In some embodiments, the preset hill descent control condition may include the road surface gradient of the vehicle's current driving segment being greater than or equal to a preset gradient threshold. That is, if the road surface gradient of the vehicle's current driving segment is greater than or equal to the preset gradient threshold, it indicates that the road surface gradient of the vehicle's current location is relatively large, requiring an adjustment to the vehicle's speed to ensure driving safety and comfort. At this point, it can be determined that the vehicle currently meets the preset hill descent control condition, and the hill descent control function can be activated. The road surface gradient can be estimated based on kinematic algorithms; specifically, it can be calculated based on the vehicle's longitudinal acceleration and driving speed using kinematic methods. The specific calculation method can be found in related technologies and will not be elaborated upon here.

[0092] In other embodiments, to improve the driver's driving experience, a driver control switch can be set. When the driver triggers the control switch, it is determined that the vehicle's hill descent control function is activated. If the vehicle meets the preset hill descent control conditions, the function is officially activated. That is, after determining whether the vehicle meets the preset hill descent control conditions, the driver's control intention can be further considered to determine whether to activate the hill descent control function. This achieves a dual decision-making combination of active triggering and automatic verification, effectively reducing scenario misjudgments and improving the driver's interactive experience.

[0093] Furthermore, the target speed of the vehicle can be determined based on vehicle operating condition information. In one possible approach, the target speed can be determined based on road surface information. In another possible approach, the target speed can be determined based on driving information. In yet another possible approach, the target speed can be determined based on both road surface information and driving information. Since vehicle operating condition information significantly impacts vehicle driving stability and safety, this disclosure's method of accurately analyzing and determining the target speed based on vehicle operating condition information enables the vehicle to better adapt to complex and changing road conditions, aligns with the driver's driving expectations, ensures vehicle driving safety, and greatly enhances driving comfort.

[0094] In addition, considering that the raw data collected by sensors often contains a lot of noise, in order to improve the accuracy of vehicle operating information collection, the raw data can be filtered first, and the filtered raw data can be used as vehicle operating information to further determine the target speed, thereby reducing the impact of noise in the driving information on the subsequent control accuracy.

[0095] In step S102, based on the target speed, the vehicle is controlled to move so that the vehicle's current speed is adjusted to the target speed.

[0096] First, the target torque for the vehicle can be determined based on the vehicle's current speed and the target speed.

[0097] The target driving torque can include either the target braking torque or the target driving torque. In some scenarios, the vehicle's current speed is high, and it is on a steep slope. Continuing to drive at a high speed could lead to an accident. Therefore, it is necessary to brake the vehicle to reduce its speed. In this case, the target driving torque is the target braking torque. In other scenarios, the vehicle's current speed is low, and it is on a steep slope. Continuing to drive at a low speed would not meet the driver's driving needs. Therefore, it is necessary to drive the vehicle to accelerate. In this case, the target driving torque is the target driving torque.

[0098] In some embodiments, the speed difference between the driving speed and the target speed can be determined, and the target driving torque of the vehicle can be determined based on the speed difference.

[0099] For example, when the speed difference is negative, the target driving torque is the target driving torque; when the speed difference is positive, the target driving torque is the target braking torque.

[0100] Then, the vehicle's operation is controlled based on the target driving torque.

[0101] In one possible implementation, if the target driving torque includes the target braking torque, the vehicle can be controlled to brake based on the target braking torque, gradually reducing the vehicle to the target speed. If the vehicle is a hybrid vehicle, the target braking method can be further determined, and the vehicle can be controlled to brake based on the target braking method and the target braking torque. The target braking method includes any one of electric braking, mechanical braking, or a combination of both. In this embodiment, the mechanical braking can be implemented through the vehicle's hydraulic system, and the electric braking can be implemented through the vehicle's electric motor system.

[0102] In another possible implementation, if the target driving torque includes the target driving torque, the vehicle can be controlled to drive according to the target driving torque so that the vehicle gradually increases to the target speed.

[0103] Furthermore, from a safety perspective, in the face of unexpected situations that may arise while driving on steep slopes, such as sudden obstacles or rapid changes in road conditions, the hill descent control system can further acquire information about the depth of the brake and accelerator pedals to ensure driving safety. If the system determines that the driver has pressed either the brake or accelerator pedal based on these depths, it disengages the current hill descent control and transfers control of the vehicle to the driver. This effectively avoids potential dangers caused by a mismatch between preset programs and actual emergency situations, significantly improving driving safety in complex steep slope environments. Moreover, this high degree of autonomy greatly enhances driver confidence and comfort, making driving more effortless and meeting the diverse driving needs of different drivers, providing users with a superior and safer hill descent driving experience.

[0104] Using the above method, during driving, it is possible to determine in real time whether the vehicle meets the preset hill descent control conditions, that is, to quickly identify whether the vehicle is in a steep hill driving scenario. Once the preset hill descent control conditions are met, it can be determined that the current vehicle speed needs to be adjusted to ensure driving safety and comfort. At this time, based on the vehicle's operating information, the target speed to which the vehicle needs to be adjusted can be accurately determined, and the vehicle's operation can be precisely controlled based on this target speed, so that the vehicle smoothly transitions from the current driving speed to the target speed. The target speed determined by this disclosure has adaptive and variable characteristics, which means that in practical applications, the vehicle can better adapt to complex and changing road conditions and meet the driver's driving expectations. Compared with traditional technologies, this disclosure significantly improves the safety of the vehicle in steep hill driving scenarios, greatly enhances driving comfort, and brings users a better and safer driving experience.

[0105] The following is a detailed explanation of how the target speed of the vehicle is determined based on the vehicle's operating condition information in step S101.

[0106] Scenario 1: Vehicle operating information includes road surface information.

[0107] The road surface information may include, for example, one or more of the following: road slope, road curvature radius, and road type. The road curvature radius can be calculated using signals collected by the vehicle's lidar, radar, or cameras. The road type can be identified from road images collected by the vehicle, or determined based on the vehicle's yaw rate (the vehicle's deflection around its vertical axis, the magnitude of which represents the vehicle's stability). Road types can be categorized as good, average, and poor. Good roads may include paved asphalt or cement roads; average roads may include unpaved dirt roads or gravel roads; and poor roads may include bumpy, rough roads or icy / snowy roads.

[0108] In one possible implementation, if the road surface information includes the road surface slope, the target speed corresponding to the vehicle can be determined based on the road surface slope.

[0109] From a safety perspective, different road surface gradients have a significant impact on vehicle stability and braking performance. On steep slopes, excessive vehicle speed can drastically increase braking distance, greatly increasing the risk of accidents. Therefore, determining a reasonable target speed based on road gradient ensures that vehicles travel at a controllable speed when descending steep slopes, allowing sufficient reaction time for the braking system, effectively reducing the risks of brake overheating and brake failure, and significantly improving vehicle safety on steep inclines. For example, on continuous steep slopes in mountainous areas, the system automatically adjusts the target speed according to the gradient, enabling smooth vehicle operation and preventing collisions or rollovers caused by loss of speed control.

[0110] For example, if the road surface slope is within a first preset slope range, the target speed is determined as a first speed; or, if the road surface slope is within a second preset slope range, the target speed is determined as a second speed; wherein the maximum value of the slope within the first preset slope range is less than the minimum value of the slope within the second preset slope range, and the first speed is greater than the second speed.

[0111] For example, when the road surface slope is in the range of 20% to 30%, it can be determined as a relatively large slope, and the target speed for steep slope descent can be controlled within a smaller range; when the road surface slope is in the range of 5% to 10%, it can be determined as a small slope road, and the target speed for steep slope descent can be set to a larger range.

[0112] In other words, the steeper the road slope, the lower the corresponding target speed. When driving on a gentle slope, the target speed can be appropriately increased to maintain smooth driving, reduce frequent gear shifts and unnecessary braking, and provide a smoother and more comfortable driving experience for passengers. Conversely, on steep slopes, reducing the target speed can prevent excessive bumps and swaying, avoiding passenger discomfort due to excessively fast or slow speeds, and improving overall ride comfort.

[0113] It should be noted that the first and second preset slope ranges mentioned above are merely illustrative examples. In actual scenarios, multiple different preset slope ranges may be included, and different target speeds may be set for different preset slope ranges. These can all be adaptively adjusted and set according to actual needs, and this disclosure does not impose specific limitations on them.

[0114] In another possible implementation, if the road surface information includes the radius of curvature of the road curve, the target speed corresponding to the vehicle can be determined based on the radius of curvature of the road curve.

[0115] On curves with different radii of curvature, the centripetal force required by a vehicle varies. If the speed does not match the curvature of the curve, the vehicle is prone to deviating from its trajectory and may even roll over. Therefore, a reasonable target speed can be determined by the radius of curvature of the road surface curve, thereby ensuring that the centrifugal force and tire grip remain balanced when the vehicle is turning, preventing unsafe accidents such as vehicle rollover.

[0116] For example, if the radius of curvature of the road surface curve is within the range of a first preset radius of curvature, the target speed is determined as a third speed; or, if the radius of curvature of the road surface curve is within the range of a second preset radius of curvature, the target speed is determined as a fourth speed; wherein the maximum value of the radius of curvature within the range of the first preset radius of curvature is less than the minimum value of the radius of curvature within the range of the second preset radius of curvature, and the third speed is less than the fourth speed.

[0117] For example, when the road surface curve radius indicates that the current road is a straight road, the target speed for steep slope descent can be set to a larger value; when the road surface curve radius indicates that the current curve has a smaller radius of curvature, the target speed for steep slope descent can be set to a smaller value; when the road surface curve radius indicates that the current road is transitioning from a straight road to a curve, the target speed for steep slope descent can be set to decrease smoothly.

[0118] In other words, the smaller the radius of curvature of a road curve, the more severe the curve, and the lower the corresponding target speed. Therefore, on gentle curves with a larger radius of curvature, the target speed can be appropriately increased to ensure smooth vehicle movement and reduce unnecessary deceleration and acceleration. Conversely, on sharp curves with a smaller radius of curvature, reducing the target speed allows for smoother vehicle steering, avoiding violent swaying and centrifugal force caused by excessive speed, thus improving passenger comfort.

[0119] It should be noted that the first and second preset curvature radius ranges mentioned above are merely illustrative examples. In actual scenarios, multiple different preset curvature radius ranges may be included, and different target velocities may be set for different preset curvature radius ranges. These can all be adaptively adjusted and set according to actual needs, and this disclosure does not impose specific limitations on them.

[0120] In another possible implementation, if the road surface information includes the road surface type, the road surface information may include determining the target speed corresponding to the vehicle based on the road surface type.

[0121] Different road surface types have a significant impact on a vehicle's friction and grip. On good roads, such as paved asphalt or cement, vehicle stability is high, allowing for a higher target speed to ensure both efficiency and safety. However, on ordinary roads, such as unpaved dirt roads or gravel roads, friction varies, and reducing the target speed allows the driver better control of the vehicle, preventing it from slipping out of its lane. On poor roads, such as bumpy, rough roads or icy / snowy roads, the extremely low friction and complex conditions greatly increase the risk of accidents. In these situations, strictly controlling the target speed allows sufficient braking distance, preventing skidding and collisions, and significantly improving driving safety.

[0122] For example, if the road surface type is type 1, the target speed is determined to be the fifth speed; or if the road surface type is type 2, the target speed is determined to be the sixth speed; wherein the road conditions of type 1 are better than those of type 2, and the fifth speed is greater than the sixth speed.

[0123] For example, when the road surface type is identified as poor (e.g., potholes and bumps), the target speed for hill descent control can be set to a lower value; when the road surface type is identified as good, the target speed for hill descent control can be set to a higher value.

[0124] In other words, the target speed corresponds to better road conditions. This way, different target speeds are assigned to different road conditions. On good roads, high speeds are suitable for driving at, reducing bumps and vibrations and creating a quiet and comfortable riding environment for passengers. On ordinary roads, the speed is appropriately reduced to lessen vehicle vibration and avoid frequent ups and downs caused by excessive speed. On bumpy, bad roads or icy / snowy roads, driving at a lower target speed allows the vehicle to handle complex road conditions more smoothly, reducing violent shaking and greatly improving riding comfort.

[0125] Similarly, it should be noted that the first and second types described above are merely illustrative examples. In actual scenarios, multiple different road surface types may be included, and different target speeds may be set for different road surface types. These can all be adaptively adjusted and set according to actual needs, and this disclosure does not impose specific limitations on them.

[0126] In another possible implementation, if the road surface information includes any two or three of the following: road surface slope, road curvature radius, and road surface type, a first correspondence between the road surface information and different speeds can be established. Based on the road surface information and the first correspondence, the vehicle's current target speed can be determined. This further improves the reliability and accuracy of target speed determination by incorporating more road surface parameters, ensuring smooth and safe vehicle operation. For example, when the road surface information includes road surface slope, road curvature radius, and road surface type, the first correspondence can include the correspondence between road surface slope, road curvature radius, road surface type, and speed.

[0127] Scenario 2: Vehicle operating information includes driving information.

[0128] This driving information may include, for example, driving mode (such as Eco mode, Standard mode, Sport mode, Snow mode, etc.) and / or gear information.

[0129] When the driving information includes driving mode and / or gear information, the target speed corresponding to the vehicle can be determined based on a preset correspondence according to the driving mode and / or gear information; the preset correspondence includes the correspondence between the driving mode and / or gear information and the speed.

[0130] Different driving modes correspond to different power outputs and handling characteristics. For example, in Sport mode, the vehicle has strong power, allowing for a higher target speed to fully utilize its power advantage and achieve maneuvers such as quick overtaking and high-speed driving. In Snow mode, the vehicle's power output tends to be more stable, focusing on ensuring tire grip. Reducing the target speed in this mode, along with specific power distribution and torque control, ensures stable driving on snowy or icy roads, preventing wheel slippage and loss of control. Therefore, different target speeds can be set according to different driving modes. Different gears provide different torque and RPM combinations; therefore, accurately matching the target speed based on gear information can effectively reduce wear and tear on vehicle components.

[0131] Scenario 3: Vehicle operating information includes road surface information and driving information.

[0132] When vehicle operating information includes road surface information and driving information, the target speed of the vehicle can be determined based on the road surface information and driving information. Specifically, the target speed of the vehicle can be determined based on a second correspondence relationship, which includes the correspondence between the road surface information, driving information, and speed.

[0133] For example, when the road surface information includes road surface slope, road surface curvature radius, and road surface type, and the driving information includes driving mode and gear information, the second correspondence includes the correspondence between road surface slope, road surface curvature radius, road surface type, driving mode, gear information, and speed.

[0134] It should be noted that this disclosure is not limited to the above example, but can also be any preset correspondence set based on driving information, road surface information and speed, combined with actual needs.

[0135] In practical applications, to ensure the smooth operation of the hill descent control function, the target fault status of the vehicle can be determined before setting the target speed. This target fault status includes motor fault status and / or hydraulic fault status. Motor fault status indicates whether the vehicle's motor system has malfunctioned, while hydraulic fault status indicates whether the vehicle's hydraulic system has malfunctioned.

[0136] Accordingly, in step S101, if the vehicle meets the preset steep slope descent conditions, determining the target speed corresponding to the vehicle based on the vehicle operating condition information may include: if the target fault state indicates that the vehicle has not experienced a fault, and the vehicle meets the preset steep slope descent conditions, determining the target speed corresponding to the vehicle based on the vehicle operating condition information.

[0137] In addition, it can determine whether the vehicle's gear is in a parking state, and if the vehicle is not in a parking state, and if the vehicle meets the preset steep slope descent conditions, the target speed of the vehicle can be determined based on the vehicle's operating condition information.

[0138] Otherwise, if the current hill descent control is deemed faulty, no further speed control will be implemented. Simultaneously, a corresponding warning message can be generated to prompt the driver to have the vehicle inspected and repaired promptly. If the vehicle is determined to be currently parked, hill descent control is unnecessary.

[0139] The specific implementation method of step S102 above will be described in detail below. As shown in Figure 2, the steps in step S102 above, which control the vehicle to operate based on the target speed so that the vehicle can be adjusted from the current speed to the target speed, may include the following steps:

[0140] In step S1021, the target driving torque of the vehicle is determined based on the vehicle's driving speed and the target speed.

[0141] In this step, the speed difference between the driving speed and the target speed can be determined, and the target driving torque of the vehicle can be determined based on the speed difference.

[0142] In some scenarios, closed-loop vehicle control, also known as PI control (Proportional Integral Control), can be implemented based on the speed difference between the current driving speed and the target speed. PI control is a linear control method that uses the proportional and integral components of the control deviation between the given and actual output values ​​to linearly combine the deviation into a control variable, thereby controlling the controlled object. The vehicle system can select an appropriate PI value based on the speed difference between the current driving speed and the target speed, and determine the target torque accordingly, enabling the vehicle to gradually change speed to the target speed, thus improving the driving experience and comfort.

[0143] In step S1022, the vehicle operation is controlled according to the target driving torque.

[0144] In one application scenario, the target driving torque is the target braking torque.

[0145] At this point, the vehicle's heading can be determined, which can also be understood as the direction the vehicle's front points relative to the horizontal plane. The Earth's surface is approximated as a large horizontal plane, and the vehicle is positioned on this plane. Regardless of whether the vehicle is on a flat road, a sloping ramp, or other terrain with a certain gradient, this assumed horizontal plane is used as a reference to determine the vehicle's heading. In this embodiment, the vehicle's heading can be either facing downwards or upwards. When the vehicle's front is above the horizontal plane, it is considered to be facing upwards; when the vehicle's front is below the horizontal plane, it is considered to be facing downwards. The vehicle's heading relative to the horizontal plane can be determined by the road surface slope of the road segment in which the vehicle is traveling. For example, when the road surface slope is positive, the vehicle's heading is determined to be upwards; when the road surface slope is negative, the vehicle's heading is determined to be downwards. Furthermore, based on the vehicle's gear information and heading, the corresponding target braking mode is determined. And based on the target braking mode and target braking torque, the vehicle is controlled to brake.

[0146] In one possible implementation, if the gear information and the vehicle's orientation meet a first preset condition, the target braking method is determined to include electric braking.

[0147] The first preset condition includes the vehicle being in drive and the vehicle facing down, or the vehicle being in reverse and the vehicle facing up.

[0148] Understandably, when a vehicle applies electric braking, the motor switches from a driving state to a generating state. The rotation of the wheels drives the motor, which converts the vehicle's kinetic energy into electrical energy through electromagnetic induction. In this process, the torque generated by the motor is the regenerative torque, which acts opposite to the vehicle's direction of motion and serves as a braking force. The vehicle's maximum regenerative torque represents the maximum braking torque the motor can generate under certain conditions, and it is also the torque limit that allows the maximum amount of kinetic energy to be converted into electrical energy and fed back to the battery. This maximum regenerative torque can be determined based on the vehicle's battery condition. If the target braking torque exceeds the vehicle's maximum regenerative torque, it means the motor needs to generate a greater braking force than its maximum regenerative capacity. In this case, the energy exceeding the maximum regenerative torque cannot be effectively converted into electrical energy and stored in the battery. This not only reduces energy recovery efficiency but may also damage the battery due to excessive unrecovered energy, such as causing overcharging or overheating, affecting battery life and safety. Furthermore, because energy recovery is not possible, the efficiency of electric braking will be reduced, thus affecting the final braking effect.

[0149] Therefore, in the application scenario disclosed herein, to ensure the stability and reliability of vehicle braking, the target braking torque can be compared with the maximum regenerative torque. If the target braking torque is less than or equal to the maximum regenerative torque, the target braking method is determined to include electric braking. That is, this indicates that the motor system can safely and stably provide the currently required target braking torque. If the target braking torque is greater than the maximum regenerative torque, the target braking method is determined to include both electric braking and mechanical braking. That is, the target braking torque required by the vehicle has exceeded the vehicle's maximum regenerative torque. To ensure safe vehicle operation and avoid motor overload, auxiliary braking can be provided by combining mechanical braking to ensure the vehicle can achieve the required braking effect in a short time. In this way, while ensuring braking effect, the energy recovery function of electric braking can be rationally utilized to improve energy efficiency.

[0150] In another possible implementation, if the gear information and the vehicle's orientation meet a second preset condition, the target braking method is determined to include mechanical braking.

[0151] The second preset condition includes that the vehicle is in neutral and that the front of the vehicle is facing down.

[0152] If the gear information includes neutral and the vehicle is determined to be facing downwards, then the target braking method is determined to include mechanical braking. When the vehicle is in neutral, it indicates that the vehicle's motor is not powered, and electric braking cannot be performed through the motor system. Therefore, the target braking method includes mechanical braking.

[0153] When the target braking method includes mechanical braking, the target braking torque can be executed through the vehicle's hydraulic system to control the vehicle's speed reduction from the current speed to the target speed, without energy recovery. When the target braking method includes electric braking, the target braking torque can be executed through the vehicle's electric motor system to control the vehicle's speed reduction from the current speed to the target speed, and energy recovery can be performed. When the target braking method includes both electric and mechanical braking, the target braking torque can be distributed to the electric motor system and hydraulic system respectively based on the maximum feedback torque provided by the electric motor system to control the vehicle's speed reduction from the current speed to the target speed, and energy recovery can be performed.

[0154] In another application scenario, the target driving torque is the target driving torque.

[0155] In this scenario, to ensure the vehicle can perform driving normally, the vehicle's front-facing orientation can also be determined. If the vehicle's gear information and its front-facing orientation meet a first preset condition, the vehicle's driving is controlled according to the target driving torque. The first preset condition includes either the vehicle being in forward gear and its front-facing orientation is downward, or the vehicle being in reverse gear and its front-facing orientation is upward.

[0156] In other words, by determining whether the vehicle's orientation and gear position meet the requirements of the current scenario (i.e., the vehicle is in neutral and unable to perform driving operations when driving on a steep slope), the system controls the vehicle's drive based on the target drive torque if the requirements are met. Otherwise, no control is exercised, and the driver takes full control of the vehicle. This approach, while ensuring vehicle safety and comfort, also provides the driver with sufficient space for automatic operation, making the driving process more convenient and meeting the diverse driving needs of different drivers.

[0157] Using the above method, during driving, it is possible to determine in real time whether the vehicle meets the preset hill descent control conditions, that is, to quickly identify whether the vehicle is in a steep hill driving scenario. Once the preset hill descent control conditions are met, it can be determined that the current vehicle speed needs to be adjusted to ensure driving safety and comfort. At this time, based on the vehicle's operating information, the target speed to which the vehicle needs to be adjusted can be accurately determined, and the vehicle's operation can be precisely controlled based on this target speed, so that the vehicle smoothly transitions from the current driving speed to the target speed. The target speed determined by this disclosure has adaptive and variable characteristics, which means that in practical applications, the vehicle can better adapt to complex and changing road conditions and meet the driver's driving expectations. Compared with traditional technologies, this disclosure significantly improves the safety of the vehicle in steep hill driving scenarios, greatly enhances driving comfort, and brings users a better and safer driving experience.

[0158] Figure 3 is a flowchart illustrating a vehicle control method according to an exemplary embodiment. As shown in Figure 3, the method may include the following steps:

[0159] In step S201, the vehicle status is detected to determine whether the vehicle meets the activation conditions.

[0160] For example, whether the vehicle meets the activation conditions can be determined by whether the driver triggers the control switch. If the driver triggers the control switch, the vehicle meets the activation conditions, that is, the vehicle activates the hill descent control function. If the vehicle meets the activation conditions, step S202 is executed.

[0161] In step S202, it is determined whether the road surface slope is greater than or equal to a preset slope threshold.

[0162] If the road surface slope is determined to be greater than or equal to the preset slope threshold, proceed to step S203;

[0163] If the road surface slope is determined to be less than the preset slope threshold, proceed to step S204.

[0164] In step S203, the target speed corresponding to the vehicle is determined based on the driving information and the road surface information.

[0165] Specifically, the method for determining this can be found in the example description in step S101 above, and will not be elaborated further here.

[0166] Furthermore, when the vehicle's motor fault status indicates that the vehicle's motor system is not faulty, the vehicle's hydraulic fault status indicates that the vehicle's hydraulic system is not faulty, and the gear information indicates that the vehicle is not in a parked state, the target speed corresponding to the vehicle can be determined based on the driving information and the road information.

[0167] In step S204, the steep slope descent function enters standby mode.

[0168] After entering the standby state, the system continuously detects whether the road surface slope is greater than or equal to the preset slope threshold. If the road surface slope is determined to be greater than or equal to the preset slope threshold, step S203 is executed.

[0169] In step S205, the target driving torque is determined based on the target speed and the driving speed.

[0170] The target driving torque includes the target braking torque or the target driving torque.

[0171] In step S206, it is determined whether the vehicle is in drive and the front of the vehicle is facing down, or whether the vehicle is in reverse and the front of the vehicle is facing up.

[0172] If it is determined that the vehicle is in a forward gear and the vehicle is facing downwards, or if the gear information includes reverse gear and the vehicle is facing upwards, then step S207 is executed.

[0173] Otherwise, proceed to step S208.

[0174] In step S207, if the target driving torque includes the target braking torque, the corresponding maximum feedback torque of the vehicle is determined based on the battery state.

[0175] In step S208, if the target driving torque includes the target braking torque, it is determined whether the vehicle is in neutral and the vehicle is facing down.

[0176] If it is determined that the vehicle is in neutral and the front of the vehicle is facing down, proceed to step S212;

[0177] Otherwise, proceed to step S204.

[0178] In step S209, it is determined whether the target braking torque is less than or equal to the maximum feedback torque.

[0179] If the target braking torque is determined to be less than or equal to the maximum feedback torque, step S210 is executed.

[0180] If the target braking torque is determined to be greater than the maximum feedback torque, step S211 is executed.

[0181] In step S210, the target braking torque is executed by the vehicle's motor system to control the vehicle to reduce its current speed to the target speed and to control the vehicle to perform energy recovery.

[0182] In step S211, the target braking torque is distributed to the motor system and the hydraulic system respectively according to the maximum feedback torque that the motor system can provide, so as to control the vehicle to reduce from the current driving speed to the target speed and control the vehicle to perform energy recovery.

[0183] In step S212, the target braking torque is executed through the vehicle's hydraulic system to control the vehicle to reduce from the current driving speed to the target speed, without energy recovery.

[0184] In step S213, if the target driving torque includes the target braking torque, the vehicle is controlled to drive according to the target braking torque.

[0185] Using the above method, during driving, it is possible to determine in real time whether the vehicle meets the preset hill descent control conditions, that is, to quickly identify whether the vehicle is in a steep hill driving scenario. Once the preset hill descent control conditions are met, it can be determined that the current vehicle speed needs to be adjusted to ensure driving safety and comfort. At this time, based on the vehicle's operating information, the target speed to which the vehicle needs to be adjusted can be accurately determined, and the vehicle's operation can be precisely controlled based on this target speed, so that the vehicle smoothly transitions from the current driving speed to the target speed. The target speed determined by this disclosure has adaptive and variable characteristics, which means that in practical applications, the vehicle can better adapt to complex and changing road conditions and meet the driver's driving expectations. Compared with traditional technologies, this disclosure significantly improves the safety of the vehicle in steep hill driving scenarios, greatly enhances driving comfort, and brings users a better and safer driving experience.

[0186] Regarding the methods in the above embodiments, the specific manner in which each step is performed has been described in detail in the embodiments of the method shown in Figures 1 and 2, and will not be elaborated here.

[0187] Figure 4 is a block diagram of a vehicle control system according to an exemplary embodiment. As shown in Figure 4, taking a braking scenario as an example, the vehicle control system may include a CAN bus, a power domain control system, a motor system, and a hydraulic system. The power domain control system includes a road surface recognition module, a vehicle status module, a judgment module, and a torque hydraulic calculation module. In some embodiments, the CAN bus is used to send the collected raw data to the power domain control system. The road surface recognition module then calculates and identifies the road surface information, and the vehicle status module filters the raw data to obtain the vehicle's driving information. The road surface information and driving information are then sent to the judgment module, which determines whether to activate the hill descent control function. If the hill descent control function is activated, the target speed is determined in real time based on the road surface information and driving information. The target braking torque is then determined based on the target speed and the driving information. Finally, the torque hydraulic calculation module distributes the target braking torque to the motor system and / or the hydraulic system based on the actual torque of the vehicle's motor system and the actual braking pressure of the hydraulic braking system to control the vehicle to reduce its speed from the current speed to the target speed.

[0188] Using the aforementioned system, during driving, it can determine in real time whether the vehicle meets the preset hill descent control conditions, that is, it can quickly identify whether the vehicle is in a steep slope driving scenario. Once the preset hill descent control conditions are met, it can be determined that the current vehicle speed needs to be adjusted to ensure driving safety and comfort. At this time, based on the vehicle's operating information, the target speed to which the vehicle needs to be adjusted can be accurately determined, and the vehicle's operation can be precisely controlled based on this target speed, so that the vehicle smoothly transitions from the current driving speed to the target speed. The target speed determined by this disclosure has adaptive and variable characteristics, which means that in practical applications, the vehicle can better adapt to complex and changing road conditions and meet the driver's driving expectations. Compared with traditional technologies, this disclosure significantly improves the safety of the vehicle in steep slope driving scenarios, greatly enhances driving comfort, and brings users a better and safer driving experience.

[0189] Regarding the system in the above embodiments, the specific manner in which each module performs its operations has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0190] Figure 5 is a block diagram illustrating a vehicle control device according to an exemplary embodiment. As shown in Figure 5, the device 300 includes:

[0191] The determination module 301 is used to determine the target speed of the vehicle based on the vehicle operating information when the vehicle meets the preset steep slope descent conditions; the vehicle operating information includes the road surface information of the road segment in which the vehicle is traveling and / or the vehicle's driving information.

[0192] The control module 302 is used to control the vehicle's operation based on the target speed, so that the vehicle can adjust from its current speed to the target speed.

[0193] Optionally, the preset steep slope descent condition includes a road surface slope greater than or equal to a preset slope threshold for the section of road in which the vehicle is traveling.

[0194] Optionally, the road surface information includes the road surface slope, and the determination module 301 is used to determine the target speed corresponding to the vehicle based on the road surface slope.

[0195] Optionally, the determining module 301 is used to determine the target speed as a first speed when the road surface slope is within a first preset slope range; or, when the road surface slope is within a second preset slope range, to determine the target speed as a second speed; wherein the maximum value of the slope within the first preset slope range is less than the minimum value of the slope within the second preset slope range, and the first speed is greater than the second speed.

[0196] Optionally, the road surface information includes the radius of curvature of the road surface curve. The determination module 301 is used to determine the target speed corresponding to the vehicle based on the radius of curvature of the road surface curve.

[0197] Optionally, the determining module 301 is used to determine the target speed as a third speed when the curvature radius of the road surface curve is within a first preset curvature radius range; or, when the curvature radius of the road surface curve is within a second preset curvature radius range, the target speed is determined as a fourth speed; wherein the maximum value of the curvature radius within the first preset curvature radius range is less than the minimum value of the curvature radius within the second preset curvature radius range, and the third speed is less than the fourth speed.

[0198] Optionally, the road surface information includes the road surface type, and the determination module 301 is used to determine the target speed corresponding to the vehicle based on the road surface type.

[0199] Optionally, the determining module 301 is used to determine the target speed as the fifth speed when the road surface type is the first type; or, when the road surface type is the second type, to determine the target speed as the sixth speed; wherein the road conditions of the first type are better than those of the second type, and the fifth speed is greater than the sixth speed.

[0200] Optionally, the driving information includes driving mode and / or gear information. The determining module 301 is used to determine the target speed corresponding to the vehicle based on a preset correspondence relationship according to the driving mode and / or gear information. The preset correspondence relationship includes the correspondence between the driving mode and / or gear information and the speed.

[0201] Optionally, the determining module 301 is further configured to determine the target fault state of the vehicle; the target fault state includes a motor fault state and / or a hydraulic fault state; if the target fault state indicates that the vehicle has not experienced a fault, and if the vehicle meets the preset steep slope descent conditions, the target speed corresponding to the vehicle is determined based on the vehicle's operating condition information.

[0202] Optionally, the control module 302 is used to determine the target driving torque corresponding to the vehicle based on the driving speed and the target speed; the target driving torque includes the target braking torque or the target driving torque; and control the vehicle to operate based on the target driving torque.

[0203] Optionally, the control module 302 is used to determine the speed difference between the driving speed and the target speed; and to determine the target driving torque of the vehicle based on the speed difference.

[0204] Optionally, when the target driving torque is the target braking torque, the determining module 301 is further used to determine the vehicle's front orientation; and to determine the target braking method corresponding to the vehicle based on the vehicle's gear information and the vehicle's front orientation.

[0205] The control module 302 is used to control the vehicle braking according to the target braking method and the target braking torque.

[0206] Optionally, module 301 is used to obtain the road slope corresponding to the vehicle; and determine the vehicle's front orientation based on the road slope.

[0207] Optionally, the determining module 301 is used to determine that the target braking method includes electric braking when the gear information and the vehicle's front orientation meet a first preset condition; or, when the gear information and the vehicle's front orientation meet a second preset condition, to determine that the target braking method includes mechanical braking.

[0208] Optionally, the first preset condition includes the vehicle being in drive and the vehicle facing down, or the vehicle being in reverse and the vehicle facing up.

[0209] Optionally, the second preset condition includes the vehicle being in neutral and the vehicle being facing downwards.

[0210] Optionally, the determining module 301 is configured to, when the target braking torque is less than or equal to the maximum feedback torque corresponding to the vehicle, include electric braking as the target braking method; or, when the target braking torque is greater than the maximum feedback torque, include both electric braking and mechanical braking as the target braking method.

[0211] Optionally, when the target driving torque is the same as the target driving torque, the control module 302 is used to determine the vehicle's front orientation; and when the vehicle's gear information and the vehicle's front orientation meet the first preset condition, the control module 302 controls the vehicle's drive according to the target driving torque.

[0212] Using the aforementioned device, during driving, it is possible to determine in real time whether the vehicle meets the preset hill descent control conditions, i.e., to quickly identify whether the vehicle is in a steep slope driving scenario. Once the preset hill descent control conditions are met, it can be determined that the current vehicle speed needs to be adjusted to ensure driving safety and comfort. At this time, based on the vehicle's operating condition information, the target speed to which the vehicle needs to be adjusted can be accurately determined, and the vehicle's operation can be precisely controlled based on this target speed, enabling the vehicle to smoothly transition from the current driving speed to the target speed. The target speed determined by this disclosure has adaptive and variable characteristics, which means that in practical applications, the vehicle can better adapt to complex and changing road conditions and meet the driver's driving expectations. Compared with traditional technologies, this disclosure significantly improves the safety of the vehicle in steep slope driving scenarios, greatly enhances driving comfort, and brings users a better and safer driving experience.

[0213] Figure 6 is a block diagram illustrating an electronic device 400 according to an exemplary embodiment. As shown in Figure 6, the electronic device 400 may include a processor 401 and a memory 402. The electronic device 400 may also include one or more of a multimedia component 403, an input / output (I / O) interface 404, and a communication component 405.

[0214] The processor 401 controls the overall operation of the electronic device 400 to complete all or part of the steps in the vehicle control method described above. The memory 402 stores various types of data to support the operation of the electronic device 400. This data may include, for example, instructions for any application or method operating on the electronic device 400, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 402 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Multimedia component 403 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 402 or transmitted via communication component 405. The audio component also includes at least one speaker for outputting audio signals. I / O interface 404 provides an interface between processor 401 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 405 is used for wired or wireless communication between the electronic device 400 and other devices. Wireless communication includes, for example, Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, or 4G, or a combination of these. Therefore, the corresponding communication component 405 may include a Wi-Fi module, a Bluetooth module, or an NFC module.

[0215] In an exemplary embodiment, the electronic device 400 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the vehicle control method described above.

[0216] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the vehicle control method described above. For example, the computer-readable storage medium may be the memory 402 including the program instructions described above, which may be executed by the processor 401 of the electronic device 400 to complete the vehicle control method described above.

[0217] In another exemplary embodiment, a computer program product is also provided, which includes a computer program executable by a processor, which, when executed by the processor, implements the steps of the vehicle control method described above.

[0218] Figure 7 is a block diagram of a vehicle according to an exemplary embodiment. As shown in Figure 7, the vehicle 500 includes the electronic device 400 shown in Figure 6.

[0219] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0220] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0221] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: When the vehicle meets the preset steep slope descent conditions, the target speed corresponding to the vehicle is determined based on the vehicle operating condition information; the vehicle operating condition information includes the road surface information of the road segment where the vehicle is traveling and / or the vehicle's driving information. Based on the target speed, the vehicle is controlled to adjust its speed from the current speed to the target speed.

2. The method according to claim 1, characterized in that, The preset steep slope descent conditions include that the road surface slope of the section where the vehicle is traveling is greater than or equal to a preset slope threshold.

3. The method according to claim 1 or 2, characterized in that, The road surface information includes the road surface slope, and determining the target speed corresponding to the vehicle based on the vehicle operating condition information includes: The target speed of the vehicle is determined based on the road surface slope.

4. The method according to claim 3, characterized in that, Determining the target speed of the vehicle based on the road surface slope includes: If the road surface slope is within a first preset slope range, the target speed is determined as the first speed; or, When the road surface slope is within the second preset slope range, the target speed is determined to be the second speed; Wherein, the maximum value of the slope within the first preset slope range is less than the minimum value of the slope within the second preset slope range, and the first speed is greater than the second speed.

5. The method according to any one of claims 1 to 4, characterized in that, The road surface information includes the radius of curvature of road curves, and determining the target speed of the vehicle based on the vehicle operating condition information includes: The target speed of the vehicle is determined based on the radius of curvature of the road surface curve.

6. The method according to claim 5, characterized in that, Determining the target speed of the vehicle based on the radius of curvature of the road surface curve includes: If the radius of curvature of the road surface curve is within the range of a first preset radius of curvature, the target speed is determined to be the third speed; or, When the radius of curvature of the road surface curve is within the range of the second preset radius of curvature, the target speed is determined to be the fourth speed; Wherein, the maximum value of the radius of curvature within the first preset radius of curvature is less than the minimum value of the radius of curvature within the second preset radius of curvature, and the third speed is less than the fourth speed.

7. The method according to any one of claims 1 to 6, characterized in that, The road surface information includes the road surface type, and determining the target speed corresponding to the vehicle based on the vehicle operating condition information includes: The target speed corresponding to the vehicle is determined based on the road surface type.

8. The method according to claim 7, characterized in that, Determining the target speed of the vehicle based on the road surface type includes: If the road surface type is type one, the target speed is determined to be the fifth speed; or, If the road surface type is type two, the target speed is determined to be the sixth speed; Wherein, the first type of road condition is better than the second type of road condition, and the fifth speed is greater than the sixth speed.

9. The method according to any one of claims 1 to 8, characterized in that, The driving information includes driving mode and / or gear information, and determining the target speed corresponding to the vehicle based on the vehicle operating condition information includes: The target speed of the vehicle is determined based on a preset correspondence relationship according to the driving mode and / or gear information; the preset correspondence relationship includes the correspondence between the driving mode and / or the gear information and the speed.

10. The method according to any one of claims 1 to 9, characterized in that, The method further includes: Determine the target fault state of the vehicle; the target fault state includes motor fault state and / or hydraulic fault state. When the vehicle meets the preset steep slope descent conditions, determining the target speed corresponding to the vehicle based on the vehicle's operating condition information includes: If the vehicle meets the preset steep slope descent conditions when the target fault state indicates that the vehicle has not malfunctioned, the target speed corresponding to the vehicle is determined based on the vehicle operating condition information.

11. The method according to any one of claims 1 to 10, characterized in that, The control of the vehicle operation based on the target speed includes: The target driving torque of the vehicle is determined based on the driving speed and the target speed; the target driving torque includes the target braking torque or the target driving torque. The vehicle is controlled to operate based on the target driving torque.

12. The method according to claim 11, characterized in that, Determining the target driving torque corresponding to the vehicle based on the driving speed and the target speed includes: Determine the speed difference between the driving speed and the target speed; The target driving torque of the vehicle is determined based on the speed difference.

13. The method according to claim 11 or 12, characterized in that, When the target driving torque is the target braking torque, the method further includes: Determine the orientation of the vehicle's front end; Based on the vehicle's gear information and the vehicle's orientation, determine the target braking method corresponding to the vehicle; The step of controlling the vehicle operation based on the target driving torque includes: The vehicle braking is controlled according to the target braking method and the target braking torque.

14. The method according to claim 13, characterized in that, Determining the vehicle's frontal orientation includes: Obtain the road slope corresponding to the vehicle; The vehicle's heading is determined based on the road surface slope.

15. The method according to claim 13 or 14, characterized in that, The step of determining the target braking method corresponding to the vehicle based on the vehicle's gear position information and the vehicle's front orientation includes: If the gear position information and the vehicle's orientation meet a first preset condition, the target braking method is determined to include electric braking; or, If the gear position information and the vehicle's orientation meet the second preset condition, the target braking method is determined to include mechanical braking.

16. The method according to claim 15, characterized in that, The first preset condition includes the vehicle being in drive and the vehicle facing down, or the vehicle being in reverse and the vehicle facing up.

17. The method according to claim 15 or 16, characterized in that, The second preset condition includes that the vehicle is in neutral and that the front of the vehicle is facing down.

18. The method according to any one of claims 15 to 17, characterized in that, Determining the target braking method, including electric braking, includes: When the target braking torque is less than or equal to the maximum feedback torque corresponding to the vehicle, the target braking method includes electric braking; or, When the target braking torque is greater than the maximum feedback torque, the target braking method includes electric braking and mechanical braking.

19. The method according to any one of claims 11 to 18, characterized in that, When the target driving torque is the same as the target driving torque, controlling the vehicle operation based on the target driving torque includes: Determine the orientation of the vehicle's front end; When the vehicle's gear position information and the vehicle's front orientation meet the first preset conditions, the vehicle's drive is controlled according to the target drive torque.

20. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method described in any one of claims 1 to 19.

21. A computer program product, comprising a computer program, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 1 to 19.

22. An electronic device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1 to 19.

23. A vehicle, characterized in that, The vehicle includes the electronic equipment described in claim 22.

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