CN117325863A

CN117325863A - Vehicle control method, device, computer equipment and storage medium

Info

Publication number: CN117325863A
Application number: CN202311288127.3A
Authority: CN
Inventors: 张雄辉
Original assignee: Shanghai Jidu Automobile Co Ltd
Current assignee: Shanghai Jidu Automobile Co Ltd
Priority date: 2023-10-07
Filing date: 2023-10-07
Publication date: 2024-01-02

Abstract

The present disclosure provides a vehicle control method, apparatus, computer device, and storage medium, wherein the method includes: receiving a vehicle braking request during the process of driving the vehicle along an uphill slope; in response to the vehicle braking request, synchronously performing reducing the driving force of the vehicle and increasing the braking force of the vehicle with the resultant force of the driving force and the braking force of the vehicle meeting a first target value as a target; wherein the first target value is positively correlated with a gravitational component of the vehicle along the uphill slope. According to the embodiment of the disclosure, the driving force and the braking force of the vehicle are coordinated and controlled, so that the braked vehicle can be stably parked on an uphill slope on the basis of safely braking the vehicle, the risk of sliding the braked vehicle is avoided, and the parking safety is improved.

Description

Vehicle control method, device, computer equipment and storage medium

Technical Field

The present disclosure relates to the field of computer technology, and in particular, to a vehicle control method, apparatus, computer device, and storage medium.

Background

With the development of intelligent driving technology, vehicles are also gradually becoming intelligent and automatic, and more vehicles are becoming equipped with functions such as automatic driving, auxiliary driving, voice control and the like. However, when a vehicle in the automatic driving mode is started and the vehicle is driven along an uphill slope, there is a problem that the vehicle cannot be braked reasonably, for example, a vehicle sliding phenomenon may occur after braking is completed, thereby affecting the rationality and safety of vehicle control.

Disclosure of Invention

The embodiment of the disclosure at least provides a vehicle control method, a vehicle control device, computer equipment and a storage medium.

In a first aspect, an embodiment of the present disclosure provides a vehicle control method, including:

receiving a vehicle braking request during the process of driving the vehicle along an uphill slope;

in response to the vehicle braking request, synchronously performing reducing the driving force of the vehicle and increasing the braking force of the vehicle with the resultant force of the driving force and the braking force of the vehicle meeting a first target value as a target; wherein the first target value is positively correlated with a gravitational component of the vehicle along the uphill slope.

In this way, when the vehicle is traveling along the uphill slope, the first target value is positively correlated with the gravitational component of the vehicle along the uphill slope in the case where the vehicle braking request is received, so that the resultant force of the driving force and the braking force is targeted at the first target value, the driving force is reduced and the braking force is increased, the braking force can be started to be added when the driving force exists, and when the driving force is reduced to zero, the braking force with a certain magnitude is ensured to exist, thereby realizing the purpose of utilizing the continuously increased braking force and counteracting the gravitational component in advance. By coordinately controlling the driving force and the braking force of the vehicle, the vehicle can be safely braked on the basis of the uphill slope, the braked vehicle can be ensured to be parked on the uphill slope relatively stably, the risk of sliding the braked vehicle is avoided, and the braking safety is improved.

In one possible embodiment, before the simultaneous execution of the reduction of the driving force of the vehicle and the increase of the braking force of the vehicle with the aim of the resultant force of the driving force and the braking force of the vehicle satisfying the first target value, further comprising:

reducing the driving force of the vehicle to the first target value according to a target deceleration; the target deceleration is determined based on a vehicle operating condition state.

In this way, since a vehicle may have a larger driving force when receiving a vehicle braking request and responding thereto, at this time, not only the driving force may be larger than the gravitational component, but also how to directly increase the braking force may increase the wear of the vehicle, by determining the target deceleration based on the vehicle condition state first, and then reducing the driving force of the vehicle to the first target value according to the target deceleration, the problem of the wear of the vehicle caused by the early increase of the braking force can be avoided.

In one possible embodiment, the step of synchronously performing the step of reducing the driving force of the vehicle and the step of increasing the braking force of the vehicle with the aim of the resultant force of the driving force and the braking force of the vehicle meeting the first target value includes:

in response to the driving force decreasing to the first target value, determining whether an absolute value of a current deceleration of the vehicle is smaller than an absolute value of the target deceleration;

If the driving force is smaller than the first target value, the braking force of the vehicle is increased according to the preset first change rate, and in the process of increasing the braking force, the driving force is reduced according to the difference between the first target value and the braking force.

In this way, when the driving force is reduced to the first target value, by determining whether the absolute value of the current deceleration is smaller than the absolute value of the target deceleration, it is possible to determine the timing to increase the braking force according to the magnitude of the current deceleration, and to improve the rationality of the increase of the braking force.

In one possible embodiment, the method further comprises:

continuously increasing the braking force according to a preset second change rate under the condition that the driving force is reduced to zero, until the braking force reaches a second target value, and the vehicle is parked successfully; the second target value is greater than or equal to a gravitational component of the vehicle along the uphill slope.

In this way, since the second target value is greater than or equal to the gravitational component of the vehicle along the uphill slope, by continuing to increase the braking force to the second target value in the event that the driving force decreases to zero, it is possible to ensure that the vehicle can be safely braked on the uphill slope without slipping.

In one possible embodiment, the second rate of change is equal to the first rate of change in the event that the current speed of the vehicle is greater than a preset speed;

the second rate of change is greater than the first rate of change if the current speed of the vehicle reaches a preset speed.

Here, since the second rate of change may be equal to or greater than the first rate of change, the braking force is increased at a second rate of change equal to the first rate of change, and the braking force is increased at a faster rate than at a greater second rate of change, and the magnitude of change is also greater, and the vehicle will stop at a faster rate. Since the preset speed may be a speed indicating whether the vehicle is about to be braked, by increasing the braking force according to a smaller first rate of change when the current speed of the vehicle is greater than the preset speed, it is possible to achieve braking with a smaller gentle trend when the vehicle speed is greater, improving the comfort in the braking process. Because the user experience of the speed of stopping is not obvious when the current speed is smaller than the preset speed, the braking force is increased according to the larger second change rate (larger than the first change rate) when the current speed of the vehicle reaches the preset speed, so that the parking speed can be increased while the comfort of stopping is ensured, and the parking safety is ensured.

In one possible embodiment, the method further comprises:

if the absolute value of the current deceleration of the vehicle is greater than or equal to the absolute value of the target deceleration, continuing to reduce the driving force until the current speed of the vehicle reaches a preset speed;

and increasing the braking force of the vehicle to a second target value according to a preset second change rate, wherein the vehicle is parked successfully.

Therefore, when the current deceleration is greater than or equal to the target deceleration, the running according to the current state is described, and the vehicle can be ensured to be safely braked, so that the normal braking of the vehicle can be ensured by continuously reducing the driving force, and then when the current speed of the vehicle reaches the preset speed, the braking force of the vehicle at the current moment is increased to the second target value according to the preset second change rate, and the stability of the vehicle and the comfort of a user in the braking force increasing process can be improved.

In one possible embodiment, the target deceleration is determined according to the following steps:

determining the target deceleration according to a relative speed between the vehicle and a target vehicle located in front of the vehicle, a relative distance between the vehicle and the target vehicle, and a preset headway; the preset headway is used for representing a driving distance between the vehicle and the target vehicle.

In this way, the minimum target deceleration required for safety braking can be accurately calculated by using the relative speed and the relative distance between the own vehicle and the target vehicle and the preset inter-vehicle time interval.

In one possible embodiment, the method further comprises:

determining a gravity component of the vehicle along the uphill slope according to the weight of the vehicle and the gradient of the uphill slope;

determining the first target value according to the gravity component and a preset first component increment, and determining the second target value according to the gravity component and a preset second component increment; the second component force increment is greater than or equal to the first component force increment.

In this way, the second target value determined by the gravity component and the preset second component increment can be larger than the gravity component, and the braking force can be ensured to be larger than the gravity component when the vehicle is parked by increasing the braking force to the second target value, so that the problem of sliding the vehicle is avoided.

In a second aspect, an embodiment of the present disclosure further provides a vehicle control apparatus, including:

the receiving module is used for receiving a vehicle braking request in the process of driving the vehicle along an uphill slope;

a braking module for synchronously executing a decrease in driving force of the vehicle and an increase in braking force of the vehicle with a resultant force of the driving force and the braking force of the vehicle meeting a first target value in response to the vehicle braking request; wherein the first target value is positively correlated with a gravitational component of the vehicle along the uphill slope.

In one possible embodiment, the braking module is further configured to, before synchronously executing the reduction of the driving force of the vehicle and the increase of the braking force of the vehicle with the aim of the resultant force of the driving force and the braking force of the vehicle satisfying the first target value:

In one possible embodiment, the braking module is configured to, when the combined force of the driving force and the braking force of the vehicle is aimed at satisfying a first target value, perform the reduction of the driving force of the vehicle and the increase of the braking force of the vehicle simultaneously:

In one possible embodiment, the braking module is further configured to:

In one possible embodiment, the apparatus further comprises:

a first determining module for determining the target deceleration according to the steps of:

In one possible embodiment, the apparatus further comprises:

the second determining module is used for determining the gravity component of the vehicle along the uphill slope according to the weight of the vehicle and the gradient of the uphill slope;

In a third aspect, an optional implementation manner of the disclosure further provides a computer device, a processor, and a memory, where the memory stores machine-readable instructions executable by the processor, and the processor is configured to execute the machine-readable instructions stored in the memory, where the machine-readable instructions, when executed by the processor, perform the steps in the first aspect, or any possible implementation manner of the first aspect, when executed by the processor.

In a fourth aspect, an alternative implementation of the present disclosure further provides a computer readable storage medium having stored thereon a computer program which when executed performs the steps of the first aspect, or any of the possible implementation manners of the first aspect.

In a fifth aspect, an alternative implementation of the present disclosure also provides a computer program product comprising a computer program which, when executed, implements the method according to the first aspect, or any of the possible implementations of the first method.

The description of the effects of the vehicle control apparatus, the computer device, the computer-readable storage medium, and the computer program product is referred to the description of the vehicle control method, and is not repeated here.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the aspects of the disclosure.

The foregoing objects, features and advantages of the disclosure will be more readily apparent from the following detailed description of the preferred embodiments taken in conjunction with the accompanying drawings.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings required for the embodiments are briefly described below, which are incorporated in and constitute a part of the specification, these drawings showing embodiments consistent with the present disclosure and together with the description serve to illustrate the technical solutions of the present disclosure. It is to be understood that the following drawings illustrate only certain embodiments of the present disclosure and are therefore not to be considered limiting of its scope, for the person of ordinary skill in the art may admit to other equally relevant drawings without inventive effort.

FIG. 1 illustrates a flow chart of a vehicle control method provided by some embodiments of the present disclosure;

FIG. 2 illustrates a schematic diagram of a vehicle control apparatus provided by some embodiments of the present disclosure;

fig. 3 illustrates a schematic diagram of a computer device provided in some embodiments of the present disclosure.

Detailed Description

For the purposes of making the objects, technical solutions and advantages of the embodiments of the present disclosure more apparent, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below with reference to the drawings in the embodiments of the present disclosure, and it is apparent that the described embodiments are only some embodiments of the present disclosure, but not all embodiments. The components of the disclosed embodiments generally described and illustrated herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present disclosure is not intended to limit the scope of the disclosure, as claimed, but is merely representative of selected embodiments of the disclosure. All other embodiments, which can be made by those skilled in the art based on the embodiments of this disclosure without making any inventive effort, are intended to be within the scope of this disclosure.

It has been found that if a target vehicle traveling below the speed of the own vehicle exists in front of the own vehicle during the traveling of the vehicle along an uphill slope, the target vehicle is automatically followed and the set headway safe traveling is maintained. The workshop time interval can be obtained by dividing the relative distance between the own vehicle and the front target vehicle by the speed of the own vehicle. When the target vehicle brakes, the own vehicle also brakes along with the target vehicle, but common braking modes are to ensure the comfort and stability of the braking process, and the controller often only brakes according to the relative speed and the relative distance between the own vehicle and the target vehicle. Thus, when the brake of the vehicle occurs on a slope with a large inclination angle, there is often a risk of sliding the vehicle after the braking, and the braking safety of the vehicle is reduced.

Based on the above study, the present disclosure provides a vehicle control method, apparatus, computer device and storage medium, in which in the process of running a vehicle along an uphill slope, since a first target value is positively correlated with a gravitational component of the vehicle along the uphill slope in the event of receiving a vehicle braking request, a resultant force of a driving force and a braking force is targeted at the first target value, a decrease in the driving force and an increase in the braking force are performed, and the braking force can be started to be added in the presence of the driving force, and when the driving force decreases to zero, it is ensured that a braking force of a certain magnitude already exists, thereby realizing that the gravitational component is offset in advance by utilizing the continuously increased braking force. By coordinately controlling the driving force and the braking force of the vehicle, the vehicle can be safely braked on the basis of the uphill slope, the braked vehicle can be ensured to be parked on the uphill slope relatively stably, the risk of sliding the braked vehicle is avoided, and the braking safety is improved.

The present invention is directed to a method for manufacturing a semiconductor device, and a semiconductor device manufactured by the method.

It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.

For the convenience of understanding the technical solutions of the present disclosure, technical terms in the embodiments of the present disclosure will be described first:

auxiliary driving cruise function: a relative distance and a relative speed between the vehicle and a front vehicle are detected through a camera device and a laser radar, a self-vehicle accelerator and a brake are controlled to realize a function of stably following the front vehicle, and a workshop time interval set by a driver can be included when the vehicle follows the front vehicle. When no vehicle is present in front, the vehicle can be ensured to stably run according to the vehicle speed set by the driver.

For the sake of understanding the present embodiment, first, a vehicle control method disclosed in the embodiments of the present disclosure will be described in detail, where an execution subject of the vehicle control method provided in the embodiments of the present disclosure is generally a terminal device or other processing device with a certain computing capability, where the terminal device may be a User Equipment (UE), a vehicle device, a mobile device, a User terminal, a personal digital assistant device (Personal Digital Assistant, PDA), a handheld device, a computer device, etc.; in some possible implementations, the vehicle control method may be implemented by way of a processor invoking computer readable instructions stored in a memory.

The vehicle control method provided by the embodiment of the present disclosure will be described below taking an execution subject as a computer device as an example.

As shown in fig. 1, a flowchart of a vehicle control method according to an embodiment of the disclosure may include the following steps:

s101: during travel of the vehicle along an uphill grade, a vehicle braking request is received.

Here, the vehicle may be a vehicle that travels along an uphill slope following a forward target vehicle. The vehicle braking request is used to instruct the control vehicle to perform a braking action. The vehicle braking request may be a braking request received after detecting that there is a braking action of the target vehicle when the vehicle is traveling following the preceding target vehicle. By way of example, the braking request may be a vehicle deceleration request, a vehicle braking request, or the like.

For example, if a braking behavior of the target vehicle is detected while the vehicle is traveling following the preceding target vehicle, the controller of the vehicle may receive a vehicle braking request from the intelligent driving server.

S102: in response to a vehicle braking request, synchronously performing a decrease in driving force of the vehicle and an increase in braking force of the vehicle with a resultant force of the driving force and the braking force of the vehicle meeting a first target value as a target; wherein the first target value is positively correlated with a gravitational component of the vehicle along the uphill slope.

Here, the driving force of the vehicle may be controlled by the accelerator pedal, the braking force of the vehicle may be controlled by the brake pedal, and the directions of the driving force and the braking force may be kept consistent all the time, both in the upward direction of the slope.

The gravitational component may be determined based on the mass of the vehicle and the grade of the uphill slope, with the gravitational component being directed down the uphill slope in a direction opposite to the direction of travel of the vehicle. The first target value is positively correlated with the gravitational component of the vehicle along the uphill slope, i.e., the greater the gravitational component, the greater the first target value.

For example, the first target value may be a value equal to or less than the gravitational component. Specifically, the first target value may be determined according to the gravitational component and a preset first component force increment. The first component force increment may be a first preset force value, which may be a positive value, a negative value or 0, but in case of a negative value, cannot be greater than the gravitational component force; for example, in the case where the first component force increment is-10 newtons (N) and the gravitational component force is 100N, the first target value may be 90N. The first component force increment may also be a first preset duty cycle, which is a duty cycle for the gravitational component force, e.g. 1/2,2/3,1, etc. For example, in the case where the first preset duty ratio is 3/4 and the gravitational component force is 100000N, the first target value may be determined to be 75000N.

In the implementation of S102, after receiving the vehicle braking request, a first target value may be determined according to the gravitational component in response to the vehicle braking request, and then, with the resultant force of the driving force and the braking force of the vehicle meeting the first target value as a target, the operations of reducing the driving force and increasing the braking force of the vehicle may be synchronously performed until the vehicle is braked safely.

Alternatively, the current driving mode of the vehicle may also be determined before the first target value is determined. The driving modes may include a manual driving mode, i.e., a driving mode in which a driver manually controls the vehicle, and an automatic driving mode, i.e., a driving mode in which the vehicle is controlled to automatically travel through an intelligent driving server, a controller, etc. If the driving mode is the automatic driving mode, the step of "targeting the resultant force of the driving force and the braking force of the vehicle to meet the first target value" may be performed, and the step of decreasing the driving force of the vehicle and the step of increasing the braking force of the vehicle may be performed simultaneously until the vehicle is braked safely.

It will be appreciated that in the case where the driving mode is a manual driving mode, the entire driving process will be manually controlled by the driver, and therefore successful braking can be achieved according to the result of the manual control by the driver.

In one embodiment, in order to ensure the comfort of the braking process and reduce the wear of the vehicle, before the step of performing "the step of decreasing the driving force of the vehicle and the step of increasing the braking force of the vehicle with the resultant force of the driving force and the braking force of the vehicle meeting the first target value being performed in synchronization", the following steps may be further performed:

reducing the driving force of the vehicle to a first target value according to the target deceleration; the target deceleration is determined based on the vehicle operating condition state.

Here, the intelligent driving server may be instructed to the vehicle brake request, and the vehicle brake control may be performed based on the target deceleration calculated from the vehicle condition state, so that the vehicle can be safely braked behind the following target vehicle. The vehicle condition status may include a current speed of the vehicle, a speed of a target vehicle located in front of the vehicle, a relative distance between the vehicle and the target vehicle, a preset headway, road conditions, weather conditions, and the like.

Wherein the target deceleration may be determined according to the steps of:

determining a target deceleration according to a relative speed between the vehicle and a target vehicle positioned in front of the vehicle, a relative distance between the vehicle and the target vehicle, and a preset headway; the preset workshop time interval is used for representing the driving distance between the vehicle and the target vehicle.

Here, the preset headway time, which is used to characterize the safe distance of the vehicle while following the target vehicle, may be preset by the driver.

In practice, various sensors may be utilized to measure the current speed of the vehicle (i.e., the host vehicle), the speed of the target vehicle, and the relative distance between the host vehicle and the target vehicle. Meanwhile, the relative speed between the vehicle speed of the own vehicle and the vehicle speed of the target vehicle can be determined according to the vehicle speed of the two. Then, the current headway between the two vehicles may be determined using the relative speed and the relative distance, and then the target deceleration of the own vehicle may be calculated using the current headway and the preset headway.

In the case where the target deceleration is calculated, a vehicle brake request including the target deceleration may be generated and fed back to the controller. The controller may be responsive to the received vehicle brake request to apply vehicle braking in accordance with the vehicle brake request.

For example, when the vehicle is traveling along an uphill slope having any gradient, following a preceding target vehicle, if a braking action (e.g., a braking action) of the target vehicle is detected, the intelligent driving server generates a vehicle braking request including a target deceleration and sends the vehicle braking request to the controller. When the controller receives a vehicle brake request, the controller can respond to the vehicle brake request, if the current driving mode of the vehicle is determined to be an automatic driving mode and the vehicle is determined to start the auxiliary driving cruising function, a first target value can be determined, the controller enters a first braking stage, and the driving force of the vehicle is reduced until the driving force of the vehicle is reduced by the first target value according to the target deceleration indicated by the vehicle brake request. Then, the second braking stage, that is, the simultaneous execution of the decrease in the driving force of the vehicle and the increase in the braking force of the vehicle, may be entered with the aim of the resultant force of the driving force and the braking force of the vehicle satisfying the first target value. That is, when the driving force of the vehicle decreases by the first target value, the vehicle enters the second braking phase, in which the driving force of the vehicle continues to be decreased, and in the course of decreasing the driving force of the vehicle, the braking force of the vehicle is calculated and the braking force of the vehicle is increased with the resultant force of the driving force and the braking force of the vehicle meeting the first target value as a target.

Wherein, after entering the second braking phase, as the driving force is continuously reduced, the driving force may be eventually reduced to zero, but before the driving force is reduced to zero, the resultant force of the driving force and the braking force is maintained at the first target value.

In one embodiment, for the step of "targeting the resultant force of the driving force and the braking force of the vehicle to meet the first target value" in S102, the step of decreasing the driving force of the vehicle and the step of increasing the braking force of the vehicle are performed simultaneously, and may be implemented as follows:

s102-1: in response to the driving force decreasing to the first target value, it is determined whether the absolute value of the current deceleration of the vehicle is smaller than the absolute value of the target deceleration.

Here, the current deceleration may be acquired in real time using a sensor mounted on the vehicle. The deceleration is negative, and the larger the absolute value of the deceleration, the larger the deceleration. Whether the absolute value of the current deceleration is smaller than the absolute value of the target deceleration influences the time and mode of increasing the braking force, and if the absolute value of the current deceleration is smaller than the absolute value of the target deceleration, that is, the current deceleration does not reach the target deceleration yet, the time of increasing the braking force can be increased as soon as possible, and the aim is that when the speed of the following vehicle is reduced and the driving force is 0, the vehicle can be rapidly braked or even stopped through the increased braking force. If the current deceleration reaches or exceeds the target deceleration, the braking force can be increased slowly without sudden increase, and the braking force is increased after the vehicle speed is reduced slowly, so that the braking safety of the vehicle is ensured.

In particular, after the first target value is determined, the driving force of the vehicle may be reduced according to the target deceleration by the controller, and in the case where the driving force of the vehicle is reduced to the first target value, it may be determined whether or not the absolute value of the current deceleration of the vehicle is smaller than the absolute value of the target deceleration.

S102-2: if the difference is smaller than the preset first change rate, the braking force of the vehicle is increased, and in the process of increasing the braking force, the driving force is reduced according to the difference between the first target value and the braking force.

Here, the change rate is used to indicate the change speed and the change amplitude of the braking force of the vehicle, and the larger the change rate, the faster the change speed of the braking force and the larger the change amplitude. The first rate of change may be a preset rate of change for indicating the rate of increase of the braking force.

In the specific implementation, if the absolute value of the current deceleration of the vehicle is smaller than the absolute value of the target deceleration when the driving force decreases to the first target value, it may be indicated that the braking force needs to be started at this time, and the controller may start requesting the hydraulic braking to increase the braking force of the vehicle at the first rate of change. Meanwhile, in increasing the braking force, the driving force may be reduced according to the difference between the first target value and the braking force, with an emphasis on maintaining the resultant force of the braking force and the driving force equal to the first target value until the driving force reaches zero.

Alternatively, the first rate of change may be a rate of change determined in real time according to a preset manner. Specifically, under the condition that the braking force needs to be increased, whether the current speed of the vehicle at the current moment is greater than the preset speed or not can be judged, if yes, a PID control module can be utilized to determine a first change rate at the current moment according to the difference value between the current deceleration at the current moment and the target deceleration, and the braking force of the vehicle is increased according to the first change rate. If not, the braking force of the vehicle may be increased at a second rate of change that is later greater than the first rate of change.

In one embodiment, in order to ensure the safety of following the target vehicle, the vehicle braking request may also be a vehicle braking request, and at this time, since the vehicle is located on an uphill slope, in order to ensure that the vehicle can stably stop on the uphill slope and no sliding phenomenon occurs after braking, the vehicle braking request may also enter a third braking stage when entering the second braking stage and reducing the driving force to zero, so as to ensure that no sliding phenomenon occurs. Specifically, the execution of the third braking phase may refer to the following processes:

under the condition that the driving force is reduced to zero, continuously increasing the braking force according to a preset second change rate until the braking force reaches a second target value, and successfully parking the vehicle; the second target value is greater than or equal to a gravitational component of the vehicle along the uphill slope.

Here, the second target value may be determined based on a gravitational component that is greater than or equal to a gravitational component of the vehicle along the uphill slope, and the second target value may be greater than or equal to the first target value. For example, in the case where the first target value is a gravitational component, the second target value may be a gravitational component; in the case where the first target value is smaller than the gravitational component, the second target value may be larger than the first target value. Specifically, the second target value may be determined according to the following steps:

determining the gravity component of the vehicle along the uphill slope according to the weight of the vehicle and the gradient of the uphill slope; determining a second target value according to the gravity component and a preset second component increment; the second component force increment is greater than or equal to the first component force increment.

Here, the second force division increment may be empirically set, is not particularly limited herein, but is necessarily greater than or equal to zero. For example, the second force division increment may be a second preset force value, such as 100N, 500N, 1000N, etc. The second force division increment may also be a second preset duty cycle, but in case the second force division increment is a second preset duty cycle, the duty cycle must be greater than 1 and must be greater than the first preset duty cycle indicated by the second force division increment.

Taking the second force increment as a second preset force value as an example, the gravity of the vehicle can be determined according to the mass of the vehicle, and then the gravity component of the vehicle downwards along the uphill slope can be determined according to the gravity of the vehicle and the gradient of the uphill slope. Thereafter, the gravitational component and the second component increment may be added to obtain a second target value. For example, in the case where the gravitational component is 500N and the second component increment is 100N, the second target value may be 600N.

The second rate of change may be a preset rate of change for indicating a rate of change and a magnitude of change of the braking force.

In the specific implementation, when the driving force is reduced to zero, the third braking stage may be entered, the second target value may be determined first, and then the braking force may be continuously increased according to the preset second rate of change until the braking force reaches the second target value. Here, since the second target value is greater than the gravitational component, when the braking force reaches the second target value, it is ensured that the vehicle can stop on the uphill slope without slipping, thereby achieving the purpose of successful parking on the uphill slope.

In one embodiment, the second rate of change may be selected from two rates of change based on a real-time speed of the vehicle. Wherein two rates of change, one may be a first rate of change and one may be a rate of change greater than the first rate of change. The first change rate may be determined in real time according to a differential deceleration between the target deceleration and the current deceleration, or may be a preset change rate; the second rate of change is greater than the first rate of change.

Specifically, to improve the comfort and parking safety of the vehicle braking process, the second rate of change may be determined according to the following steps:

in the case that the current speed of the vehicle is greater than the preset speed, the second rate of change is equal to the first rate of change;

the second rate of change is greater than the first rate of change in the event that the current speed of the vehicle reaches a preset speed.

Here, the preset speed is used to determine whether the vehicle is about to be braked, and may be set empirically, and the embodiment of the present disclosure is not particularly limited. For example, the preset speed may be 0.1 meters per second (m/s), 0.2m/s, etc.

Specifically, in the case where the driving force is reduced to zero, that is, in the case where the third braking stage is entered, it may be determined whether the current speed of the vehicle is greater than the preset speed. If so, determining that the second change rate is equal to the first change rate, and continuing to increase the braking force of the vehicle by using the second change rate until the current speed of the vehicle is less than or equal to the preset speed, and continuing to increase the braking force of the vehicle by using the second change rate which is greater than the first change rate until the braking force reaches a second target value, thereby determining that the vehicle is successfully parked.

If the current speed of the vehicle is not greater than the preset speed, the braking force of the vehicle can be continuously increased by directly utilizing the second change rate which is greater than the first change rate until the braking force reaches the second target value.

Alternatively, the braking force may be increased at a first rate of change if the vehicle is not already braked when the driving force is reduced to zero, and may be increased at a second rate of change that is greater than the first rate of change once the vehicle is braked. Still alternatively, if the current speed of the vehicle does not reach the preset speed when the driving force is reduced to 0, the braking force may be increased directly at a second rate of change greater than the first rate of change, so as to achieve rapid parking.

According to the method and the device for controlling the braking force and the driving force, by setting the first target value, the braking force can be added under the condition that the driving force exists on the basis of achieving coordinated control of the braking force and the driving force, and then when the driving force is reduced to zero, the braking force with a certain size is guaranteed to exist, and finally the speed of increasing the braking force to the second target value can be improved, so that quick and safe parking is achieved.

In another embodiment, when the driving force is reduced to the first target value, there may also be a case where the absolute value of the current deceleration of the vehicle is greater than or equal to the absolute value of the target deceleration, in which case parking may be performed as follows:

if the absolute value of the current deceleration of the vehicle is greater than or equal to the absolute value of the target deceleration, continuing to reduce the driving force until the current speed of the vehicle reaches the preset speed;

and step two, increasing the braking force of the vehicle to a second target value according to a preset second change rate, and enabling the vehicle to be parked successfully.

In particular, when the driving force decreases to the first target value, if the absolute value of the current deceleration of the vehicle is consistent with the absolute value of the target deceleration, it may be explained that the driving force decreases according to the current trend, and the safety brake vehicle can be implemented, so that the driving force of the vehicle may be continuously decreased according to the target deceleration, and the current speed of the vehicle may be collected in real time until the current speed of the vehicle is detected to reach the preset speed.

Then, the braking force of the vehicle at the current time may be increased to a second target value according to a preset second rate of change (the second rate of change used at this time is greater than the first rate of change) to ensure that the parking of the vehicle is successful. Here, in increasing the braking force of the vehicle to the second target value at the second rate of change, if the driving force has not been reduced to 0, the driving force may be reduced until the driving force is reduced to zero, based on the difference between the first target value and the real-time braking force, at the time of starting to increase the braking force. That is, in increasing the braking force of the vehicle to the second target value at the preset second rate of change, if the driving force is not reduced to 0, the driving force may be reduced until the driving force is reduced to 0 with the resultant force of the driving force and the braking force as the first target value. After the driving force is reduced to 0, the braking force may be continuously increased at the second rate of change until the braking force becomes the second target value.

It is to be understood that, during the execution of the first and second steps, the driving force may be reduced to 0 before the current speed of the vehicle reaches the preset speed, or the braking force may be increased to the second target value according to the preset second change rate, which is not particularly limited herein, and the driving force may be reduced to 0 without affecting the braking process of the vehicle corresponding to the first and second steps.

In order to facilitate understanding of the vehicle control method provided by the embodiments of the present disclosure, a vehicle control method will be described in the following with a specific embodiment:

during traveling of the host vehicle following the target vehicle along the uphill slope, if a vehicle braking request is received, the controller may first request a decrease in driving force according to a target deceleration indicated by the vehicle braking request until the driving force reaches a first target value. At this time, if the current deceleration of the own vehicle still does not reach the target deceleration, the controller may request hydraulic braking, that is, may start to increase the braking force. In the increasing of the braking force, if the current speed of the own vehicle is greater than the preset speed, the braking force may start to increase at the first rate of change. With the increase of the braking force, at a certain moment, the current speed of the own vehicle reaches the preset speed, and at the moment, the braking force can be increased according to a second change rate which is larger than the first change rate until the braking force is increased to a second target value, so that the success of parking of the own vehicle is determined. In the above process, as the braking force increases, the driving force starts to decrease gradually until it becomes zero. After the braking force starts to increase, before the drive is reduced to zero, during which the sum of the braking force and the driving force is guaranteed to be equal to the first target value, after the vehicle is braked, the braking force continues to increase until the second target value is reached. The first change rate can be the slope of the increase of the braking force, and the first change rate is calculated in real time according to the deviation value of the current deceleration of the vehicle and the target deceleration; the second rate of change, which is greater than the first rate of change, is a preset slope that also indicates an increase in braking force, and is used to request a rapid increase in braking force after the vehicle is braked in order to ensure the safety of the vehicle parking. The second rate of change, the preset speed, and the first component force increment and the second component force increment above may be values calibrated in advance, so as to ensure the balance of comfort in the braking process and parking safety after braking.

Like this, based on above-mentioned each embodiment, can realize the in-process that the ramp stops on the climbing, through the drive power and the brake force of coordinated control vehicle, on the basis with the safe braking of vehicle, the vehicle after guaranteeing the braking can be stable stop on the climbing ramp, realized accurate parking, avoid the swift current car risk after the vehicle stops, improved parking security.

It will be appreciated by those skilled in the art that in the above-described method of the specific embodiments, the written order of steps is not meant to imply a strict order of execution but rather should be construed according to the function and possibly inherent logic of the steps.

Based on the same inventive concept, the embodiments of the present disclosure further provide a vehicle control device corresponding to the vehicle control method, and since the principle of solving the problem by the device in the embodiments of the present disclosure is similar to that of the vehicle control method in the embodiments of the present disclosure, the implementation of the device may refer to the implementation of the method, and the repetition is omitted.

As shown in fig. 2, a schematic diagram of a vehicle control device according to an embodiment of the disclosure includes:

a receiving module 201, configured to receive a vehicle braking request during a vehicle traveling along an uphill slope;

A braking module 202 for synchronously executing a decrease in driving force of the vehicle and an increase in braking force of the vehicle with a resultant force of the driving force and the braking force of the vehicle meeting a first target value in response to the vehicle braking request; wherein the first target value is positively correlated with a gravitational component of the vehicle along the uphill slope.

In one possible embodiment, the braking module 202 is further configured to, before synchronously executing the reduction of the driving force of the vehicle and the increase of the braking force of the vehicle, targeting the resultant force of the driving force and the braking force of the vehicle to meet the first target value:

In one possible embodiment, the braking module 202 is configured to, when the resultant force of the driving force and the braking force of the vehicle meets the first target value, perform the reduction of the driving force of the vehicle and the increase of the braking force of the vehicle simultaneously:

In one possible embodiment, the braking module 202 is further configured to:

In one possible embodiment, the apparatus further comprises:

a first determining module 203, configured to determine the target deceleration according to the following steps:

In one possible embodiment, the apparatus further comprises:

a second determining module 204, configured to determine a gravitational component of the vehicle along the uphill slope according to a weight of the vehicle and a gradient of the uphill slope;

The process flow of each module in the apparatus and the interaction flow between the modules may be described with reference to the related descriptions in the above method embodiments, which are not described in detail herein.

Based on the same technical conception, the embodiment of the application also provides computer equipment. Referring to fig. 3, a schematic structural diagram of a computer device according to an embodiment of the present application is shown, including:

a processor 301, a memory 302 and a bus 303. The memory 302 stores machine-readable instructions executable by the processor 301, and the processor 301 is configured to execute the machine-readable instructions stored in the memory 302, where the machine-readable instructions, when executed by the processor 301, perform the following steps: s101: during travel of the vehicle along the uphill slope, a vehicle braking request is received and S102: in response to a vehicle braking request, synchronously performing a decrease in driving force of the vehicle and an increase in braking force of the vehicle with a resultant force of the driving force and the braking force of the vehicle meeting a first target value as a target; wherein the first target value is positively correlated with a gravitational component of the vehicle along the uphill slope.

The memory 302 includes a memory 3021 and an external memory 3022; the memory 3021 is also referred to as an internal memory, and is used for temporarily storing operation data in the processor 301 and data exchanged with the external memory 3022 such as a hard disk, and the processor 301 exchanges data with the external memory 3022 through the memory 3021, and when the computer device is running, the processor 301 and the memory 302 communicate with each other through the bus 303, so that the processor 301 executes the execution instructions mentioned in the above method embodiment.

The disclosed embodiments also provide a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the vehicle control method described in the above method embodiments. Wherein the storage medium may be a volatile or nonvolatile computer readable storage medium.

The computer program product of the vehicle control method provided in the embodiments of the present disclosure includes a computer readable storage medium storing program codes, where the instructions included in the program codes may be used to execute the steps of the vehicle control method described in the above method embodiments, and specifically, reference may be made to the above method embodiments, which are not described herein.

The computer program product may be realized in particular by means of hardware, software or a combination thereof. In an alternative embodiment, the computer program product is embodied as a computer storage medium, and in another alternative embodiment, the computer program product is embodied as a software product, such as a software development kit (Software Development Kit, SDK), or the like.

It will be clear to those skilled in the art that, for convenience and brevity of description, reference may be made to the corresponding process in the foregoing method embodiment for the specific working process of the apparatus described above, which is not described herein again. In the several embodiments provided in the present disclosure, it should be understood that the disclosed apparatus and method may be implemented in other manners. The above-described apparatus embodiments are merely illustrative, for example, the division of the units is merely a logical function division, and there may be additional divisions in actual implementation, and for example, multiple units or components may be combined, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some communication interface, device or unit indirect coupling or communication connection, which may be in electrical, mechanical or other form.

The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in each embodiment of the present disclosure may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit.

The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a non-volatile computer readable storage medium executable by a processor. Based on such understanding, the technical solution of the present disclosure may be embodied in essence or a part contributing to the prior art or a part of the technical solution, or in the form of a software product stored in a storage medium, including several instructions to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in the embodiments of the present disclosure. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a magnetic disk, or an optical disk, or other various media capable of storing program codes.

If the technical scheme of the application relates to personal information, the product applying the technical scheme of the application clearly informs the personal information processing rule before processing the personal information, and obtains independent consent of the individual. If the technical scheme of the application relates to sensitive personal information, the product applying the technical scheme of the application obtains individual consent before processing the sensitive personal information, and simultaneously meets the requirement of 'explicit consent'. For example, a clear and remarkable mark is set at a personal information acquisition device such as a camera to inform that the personal information acquisition range is entered, personal information is acquired, and if the personal voluntarily enters the acquisition range, the personal information is considered as consent to be acquired; or on the device for processing the personal information, under the condition that obvious identification/information is utilized to inform the personal information processing rule, personal authorization is obtained by popup information or a person is requested to upload personal information and the like; the personal information processing rule may include information such as a personal information processor, a personal information processing purpose, a processing mode, and a type of personal information to be processed.

Finally, it should be noted that: the foregoing examples are merely specific embodiments of the present disclosure, and are not intended to limit the scope of the disclosure, but the present disclosure is not limited thereto, and those skilled in the art will appreciate that while the foregoing examples are described in detail, it is not limited to the disclosure: any person skilled in the art, within the technical scope of the disclosure of the present disclosure, may modify or easily conceive changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features thereof; such modifications, changes or substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the disclosure, and are intended to be included within the scope of the present disclosure. Therefore, the protection scope of the present disclosure shall be subject to the protection scope of the claims.

Claims

1. A vehicle control method characterized by comprising:

2. The method according to claim 1, characterized by, before the simultaneous execution of the reduction of the driving force of the vehicle and the increase of the braking force of the vehicle with the aim of the resultant force of the driving force and the braking force of the vehicle satisfying the first target value, further comprising:

3. The method according to claim 2, wherein the simultaneous execution of decreasing the driving force of the vehicle and increasing the braking force of the vehicle with the aim of the resultant force of the driving force and the braking force of the vehicle satisfying a first target value includes:

4. A method according to claim 3, characterized in that the method further comprises:

5. The method according to claim 4, wherein the second rate of change is equal to the first rate of change in the event that the current speed of the vehicle is greater than a preset speed;

6. A method according to claim 3, characterized in that the method further comprises:

7. The method of claim 2, wherein the target deceleration is determined according to the steps of:

8. The method according to any one of claims 4 to 6, further comprising:

9. A vehicle control apparatus characterized by comprising:

10. A computer device, comprising: a processor, a memory storing machine-readable instructions executable by the processor for executing the machine-readable instructions stored in the memory, which when executed by the processor, perform the steps of the vehicle control method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a computer program which, when executed by a computer device, performs the steps of the vehicle control method according to any one of claims 1 to 8.