CN117341467A

CN117341467A - Vehicle control method and device and vehicle

Info

Publication number: CN117341467A
Application number: CN202210747968.5A
Authority: CN
Inventors: 孟凡成; 黄旭宁
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2022-06-29
Filing date: 2022-06-29
Publication date: 2024-01-05

Abstract

The embodiment of the application is suitable for the technical field of vehicle control, and provides a vehicle control method, a vehicle control device and a vehicle, wherein the method comprises the following steps: acquiring vehicle information and attitude information of a vehicle; if the vehicle is in the target state according to the vehicle information, determining whether the body posture of the vehicle is abnormal according to the posture information; the target state at least comprises a climbing state or a half-slope starting state; if it is determined that the vehicle body posture is abnormal, the driving force of the vehicle in the target state is restricted. By adopting the method, the stability and the safety of the vehicle in the climbing process can be improved.

Description

Vehicle control method and device and vehicle

Technical Field

The application belongs to the technical field of vehicle control, and particularly relates to a vehicle control method and device and a vehicle.

Background

During a hill climbing of a vehicle, it is often necessary to lock a differential lock to increase the climbing capacity of the vehicle. Specifically, if the friction coefficient between the left wheel and the right wheel of the vehicle and the slope surface is large in the climbing process of the vehicle, the wheels on the two sides of the vehicle can slip to different degrees. When one side wheel of the vehicle slips, the differential lock can be locked to enable the differential lock to lose the differential function, so that torque is transmitted to the other side wheel which does not slip or has small slip degree, and the vehicle can continue climbing.

However, after the differential lock is locked, part of the functions of the body stability control system in the vehicle will be turned off, so that the stability of the vehicle during climbing is poor, resulting in low safety during climbing.

Disclosure of Invention

The embodiment of the application provides a vehicle control method and device and a vehicle, which can solve the problems of poor stability of the vehicle in the climbing process and low safety in the climbing process.

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

acquiring vehicle information and attitude information of a vehicle;

if the vehicle is in the target state according to the vehicle information, determining whether the body posture of the vehicle is abnormal according to the posture information; the target state at least comprises a climbing state or a half-slope starting state;

if it is determined that the vehicle body posture is abnormal, the driving force of the vehicle in the target state is restricted.

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

the acquisition module is used for acquiring vehicle information and attitude information of the vehicle;

the determining module is used for determining whether the vehicle body posture of the vehicle is abnormal according to the posture information if the vehicle is in the target state according to the vehicle information; the target state at least comprises a climbing state or a half-slope starting state;

and a limiting module for limiting the driving force of the vehicle in the target state if the vehicle body posture is determined to be abnormal.

In a third aspect, embodiments of the present application provide a vehicle comprising a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the method of the first aspect as described above when executing the computer program.

In a fourth aspect, embodiments of the present application provide a computer readable storage medium storing a computer program which, when executed by a processor, implements a method as in the first aspect described above.

In a fifth aspect, embodiments of the present application provide a computer program product for, when run on a vehicle, causing the vehicle to perform the method of the first aspect described above.

Compared with the prior art, the embodiment of the application has the beneficial effects that: vehicle information of a vehicle is first acquired to determine a target state of the vehicle based on the vehicle information. And then, when the target state of the vehicle is a climbing state or a half-slope starting state, determining the body posture of the vehicle according to the acquired posture information of the vehicle, so that when the body posture of the vehicle is determined to be abnormal, the vehicle can limit the driving force required by the vehicle in the target state, and the driving safety of the vehicle in the target state is improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following description will briefly introduce the drawings that are needed in the embodiments or the description of the prior art, it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of the operation of a differential lock according to an embodiment of the present application;

FIG. 2 is a schematic diagram of an implementation of S101 of a vehicle control method according to an embodiment of the present application;

fig. 3 is a flowchart showing an implementation of limiting driving force of a vehicle in a target state in a vehicle control method according to another embodiment of the present application;

fig. 4 is a schematic structural view of a vehicle control device according to an embodiment of the present application;

fig. 5 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system configurations, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

It should be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

In addition, in the description of the present application and the appended claims, the terms "first," "second," "third," and the like are used merely to distinguish between descriptions and are not to be construed as indicating or implying relative importance.

During a hill climbing of a vehicle, it is often necessary to lock a differential lock to increase the climbing capacity of the vehicle. In particular, if the difference in friction coefficient between the left and right wheels of the vehicle and the slope is large, the wheels on both sides of the vehicle may slip to different degrees. When one side wheel of the vehicle slips, the differential lock can be locked to enable the differential lock to lose the differential function, so that torque is transmitted to the other side wheel which does not slip or has small slip degree, and the vehicle can continue climbing.

Specifically, referring to fig. 1, fig. 1 is a connection structure diagram of a differential lock according to an embodiment of the present application. The differential lock comprises an electronic control unit (not shown in the figure), a shell, an electromagnetic coil, a cam disc, a push rod, a locking ring, a locking gear, a return spring and the like.

When one side wheel slips, an electronic control unit (Electronic Control Uni, ECU) in the differential lock can send out an input logic command to generate input current, and then electromagnetic coils in the differential lock are controlled to generate magnetic force. The magnetic force can prevent the cam plate in the differential lock from rotating and press the return spring through the push rod to press the locking ring into the locking gear. At this time, the casing of the differential mechanism can be locked with the locking gear into a whole, so that the differential mechanism loses the differential function. Further, the torque generated by the engine can be transferred to the other wheel.

Then, when the wheels do not slip, the differential lock does not need to be locked at the moment, and the internal middle electronic control unit can also be utilized by the differential lock to send out a logic breaking command so as to break the input current, so that the electromagnetic coil loses the magnetic force. The return spring can push the locking ring out of the locking wheel so as to separate the shell of the differential mechanism from the locking gear again, so that the differential mechanism has the differential function again.

The reasons for the wheel slip include that the adhesion force between the wheels at two sides and the slope surface is greatly different in the climbing process of the vehicle, so that the wheels at two sides generate different degrees of slip. That is, the stability of the vehicle during climbing is poor, which easily causes the vehicle to hang in a slope or cause the vehicle to roll over.

Based on this, in this embodiment, in order to improve the stability of the vehicle during climbing and the safety during climbing, the embodiment of the application provides a vehicle control method applied to a vehicle control device. Wherein the vehicle control device may be provided in the vehicle to control the vehicle. In one embodiment, the vehicle control device may be a differential lock in a vehicle.

In one embodiment, the types of differential locks include, but are not limited to, a dog differential lock (manual mechanical differential lock) or an eaton differential lock.

Referring to fig. 2, fig. 2 shows a flowchart of an implementation of a vehicle control method according to an embodiment of the present application, where the method includes the following steps:

s201, acquiring vehicle information and attitude information of a vehicle.

In an embodiment, the vehicle information includes, but is not limited to, information such as a vehicle speed or a vehicle inclination angle, and in this embodiment, the vehicle information may specifically be a vehicle inclination angle. Specifically, the inclination angle of the vehicle body is an included angle between a plane where the vehicle body is located and a horizontal plane. By way of example and not limitation, the plane in which the body lies may be a plane constituted by the midpoints of the four tires of the vehicle.

It will be appreciated that the vehicle body will lean as it climbs a hill or turns. At this time, the angle between the vertical line of the vehicle body and the horizontal plane can be regarded as the vehicle body inclination angle. The inclination angle of the vehicle body can be specifically obtained according to an inclination angle sensor arranged in the vehicle.

In one embodiment, the above-mentioned attitude information includes, but is not limited to, parameters such as steering wheel variation, vehicle body yaw angle, and accelerator pedal opening, etc., which are not limited thereto. The steering wheel variable quantity is the angle variable quantity of the steering wheel in the climbing process of the vehicle. The above-described vehicle body yaw angle is a yaw angle of the wheel about a vertical axis inside the vehicle, wherein the magnitude of the yaw angle may represent a degree of stability of the vehicle in a target state. If the deflection angle reaches a preset deflection angle threshold value, dangerous situations such as sliding measurement or tail flicking of the vehicle can be considered. The accelerator pedal opening refers to a throttle opening (which is controlled by the accelerator pedal), and an engine in a vehicle can control an amount of fuel injection according to the throttle opening, thereby determining an output power of the engine.

In one embodiment, the steering wheel variation may be obtained by:

and acquiring steering wheel angles at all times through a steering wheel angle sensor, and then calculating the steering wheel variation according to the steering wheel angle at the current time and the steering wheel angle before the first preset time. The first preset time may be set according to actual situations, which is not limited.

In one embodiment, the above-described vehicle body yaw angle may be acquired by a yaw rate sensor.

The yaw rate sensor may be a sensor that is conventionally used for a vehicle and detects the yaw rate of the vehicle when the vehicle turns, and is not described in detail. Then, the vehicle control device may perform a derivation process on the yaw rate with respect to time for the yaw rate at any one time to obtain the vehicle body yaw angle at each time.

In one embodiment, the above-mentioned accelerator pedal opening may determine the output power of the engine, and based on this, the vehicle control device may determine the accelerator pedal opening from the output power of the engine. In another embodiment, the vehicle control device may also detect the accelerator pedal opening from the accelerator sensor, and in this embodiment, there is no limitation on the manner in which the accelerator pedal opening is obtained.

S202, if the vehicle is determined to be in a target state according to the vehicle information, determining whether the body posture of the vehicle is abnormal according to the posture information; the target state includes at least a hill climbing state or a semi-hill start state.

In an embodiment, the target states at least include a hill climbing state and a hill starting state. The climbing state may be considered as a state of traveling on an inclined road surface; the half-hill start state may be regarded as a state in which the vehicle is stopped on a slope and then started. The non-target state may be considered as a state of running on a horizontal road surface, and is not limited thereto. The target state includes, but is not limited to, a state of traveling on an inclined road surface (a climbing state), a state of traveling downhill, a state of starting on a half slope, and the like. In this embodiment, the target state may specifically be a state of traveling on an inclined road surface, or a state of starting on a half slope.

It should be noted that, in the case of the semi-hill start state, the differential lock needs to be locked to increase the passing performance of the vehicle. In addition, when the differential lock is locked, hill start with a large accelerator or a full accelerator is required. However, in the hill start process, the vehicle is extremely liable to sideslip due to the large difference in adhesion force between the left and right wheels and the slope surface, respectively. For example, throttle control is not reasonable, such that the vehicle is hanging in a slope, or causing the vehicle to roll over. Therefore, the target state also needs to consider the semi-hill start state.

In one embodiment, the vehicle control device may determine the target state of the vehicle based on the inclination angle of the vehicle body. Specifically, if the vehicle body inclination angle is less than or equal to the first angle threshold value, it may be determined that the vehicle is in a non-target state; if the vehicle body inclination angle is greater than the first angle threshold value, the vehicle can be determined to be in a target state.

The first angle threshold may be set according to practical situations, which is not limited. Specifically, the first angle threshold may be 5 degrees. That is, when the inclination angle of the vehicle body is less than or equal to 5 degrees, it may be determined that the target state of the vehicle at this time is a non-climbing state or a non-half-hill start state. When the inclination angle of the vehicle body is larger than 5 degrees, the target state of the vehicle at the moment can be determined to be a climbing state or a half-slope starting state.

In the non-target state, the vehicle is usually driven on a horizontal road surface, and the stability and safety of the vehicle are usually high. Therefore, the driving force of the vehicle in the target state can be maintained. I.e., without limiting the driving force of the vehicle in the non-target state. However, for the vehicle in the target state, it is also necessary to further control the driving force of the vehicle in the target state according to the actual situation.

In one embodiment, the above-described vehicle body posture is specifically normal and abnormal. Wherein the above-described S201 has illustrated that the posture information includes the steering wheel variation and the vehicle body yaw angle, at which time the vehicle control device may determine the variation of the vehicle body yaw angle in the target state of the vehicle based on the vehicle body yaw angle; then, determining the correction angle of the steering wheel of the vehicle according to the variation of the yaw angle of the vehicle body and the variation of the steering wheel; finally, whether the body posture of the vehicle is abnormal or not is determined according to the correction angle.

The vehicle body yaw angle can be obtained in real time according to the yaw rate sensor, and the vehicle body yaw angle at each moment can be obtained. And then, calculating the steering wheel variation according to the steering wheel angle at the current moment and the steering wheel angle before the second preset moment. The second preset time may be set according to actual situations, which is not limited. The first preset time may be the same as or different from the second preset time, which is not limited.

When the correction angle of the steering wheel is determined, the determination can be performed according to a preset vehicle driving dynamics model. In particular, a vehicle driving force model may be generally constructed using simulation software. Wherein, when constructing the vehicle driving force model of the vehicle, it is necessary to obtain the characteristic parameters of each system in the vehicle, and the vehicle information and attitude information at the time of traveling. And then, a mathematical model-based vehicle driving force model constructed by using simulation software is used for deriving. The vehicle control device may input the amount of change in the yaw angle of the vehicle body and the amount of change in the steering wheel to the vehicle driving force model to obtain the correction angle of the steering wheel of the vehicle.

The correction angle of the steering wheel is a desired angle required for the vehicle control device. That is, the vehicle control device considers that, in this target state, when the steering wheel is corrected by using the corrected angle of the steering wheel, and the vehicle is controlled to travel according to the corrected angle of the steering wheel, the vehicle body posture of the vehicle is changed to be normal.

In an embodiment, after obtaining the correction angle, the vehicle control device may determine that the vehicle body posture has a yaw, but the yaw amplitude is small when determining that the correction angle is less than or equal to the second angle threshold, and may consider that the vehicle body posture is normal at this time; and when the correction angle is determined to be larger than the second angle threshold value, determining that the vehicle body posture is abnormal.

The second angle threshold may be set according to actual situations, and is not limited thereto. Specifically, the second angle threshold may be 60 degrees. That is, when the second angle threshold value is less than or equal to 60 degrees, the vehicle is considered to be normal in the body posture at this time, and the vehicle is not turned over or is not on a slope. If the second angle threshold is greater than 60 degrees, the vehicle body posture at the moment can be considered to be abnormal, and the vehicle can possibly turn over or hang up a slope.

S203, if it is determined that the vehicle body posture is abnormal, the driving force of the vehicle in the target state is restricted.

In an embodiment, the driving force for controlling the vehicle in the target state according to the body posture may be: when the vehicle body posture is normal, at this time, since the vehicle does not turn on its side or hang up, the driving force of the vehicle in the target state can be maintained unchanged. I.e., without limitation of the driving force of the vehicle. However, when the vehicle body posture is abnormal, since the vehicle may be turned over or hung up, it is necessary to limit the driving force of the vehicle in the target state to improve the stability and safety of the vehicle during climbing.

Wherein when limiting the driving force of the vehicle in the target state, the torque of the engine of the vehicle can be reduced to limit the driving force of each wheel, thereby reducing the risk of rollover of the vehicle. Alternatively, the driving force of one of the wheels may be limited only according to the slip degree of the wheels on both sides, so that the driving force of the wheel on the side may be transferred to the other wheel during the climbing of the vehicle, and the wheel speeds of the wheels on both sides may be approximated, which is not limited.

In a specific embodiment, for the case of limiting the driving force of a certain side wheel, the vehicle control apparatus may first determine at least two target wheels for providing driving forces to both sides of the vehicle; then, the adhesive force of each target wheel relative to the slope surface is obtained; finally, the driving force of the target wheel with large adhesion is limited.

In the case of a two-drive mode vehicle, there are typically two wheels that provide driving force to the vehicle to drive the vehicle to travel, i.e., the target wheel is the front wheel at the same time or the target wheel is the rear wheel at the same time. For a four-wheel drive mode vehicle, the wheels that provide driving force to the vehicle may be four. However, it will be appreciated that the number of target wheels described above should be at least two and distributed on both sides of the vehicle, respectively, to provide driving force to the vehicle at the same time.

The above-described limitation of the driving force of the vehicle in the target state is generally to reduce the driving force of the vehicle in the target state. For example, the torque of the engine of the vehicle is reduced to reduce the driving force of each wheel. Alternatively, the driving force of the one side wheel having a large adhesion force is reduced to transfer the driving force of the one side wheel to the other side wheel so that the wheel speeds of the two side wheels are close, which is not limited.

In one embodiment, the above has been described to limit the driving force of the vehicle in the target state when the vehicle body posture is abnormal. However, in the target state, the cause of the abnormality of the vehicle body may be: the target wheels on two sides of the vehicle body generate different degrees of skidding, so that the target wheels on two sides generate wheel speed differences, and different driving forces are provided for two sides of the vehicle. For example, a side target wheel with a greater traction on the slope can provide more driving force to the vehicle, but another side target wheel is continuously slipping and less driving force is generated to the vehicle. At this time, in this process, the stability of the vehicle is poor, and dangerous situations such as a hillside or a rollover are liable to occur.

Based on this, in order to improve the stability and safety of the vehicle, the vehicle control device should acquire the adhesion force of each target wheel with respect to the slope, and thereafter limit the driving force of the target wheel with large adhesion force. That is, the driving force provided to the vehicle by the target wheel having a large adhesion force will be limited, whereas the driving force provided to the vehicle by the target wheel itself having a small adhesion force is small. Therefore, the driving forces provided by the wheels on both sides to the vehicle can be made close to improve the stability and safety of the vehicle.

When the target wheel with high adhesion is limited to the driving force provided by the vehicle, if the driving force of the whole vehicle is unchanged (i.e. the driving force generated by the torque provided by the engine is unchanged), the driving force limited by the target wheel with high adhesion is gradually transferred to the target wheel with low adhesion, so that the driving forces of the wheels at two sides can be more quickly approached, and the stability and the safety of the vehicle are improved to the greatest extent.

Wherein, when the driving force of the target wheel with large adhesion needs to be limited, the vehicle control device can intermittently send a caliper clamping request signal to a traction control system (Traction Control System, TCS) in the vehicle body stability control system so as to gradually limit the driving force of the target wheel with large adhesion.

In an embodiment, the caliper may also be referred to as a brake cylinder, and the caliper is used for generating a caliper clamping force according to a caliper clamping request signal so as to push a brake pad in a vehicle to clamp a brake disc, so that a wheel corresponding to the brake disc can be decelerated. I.e., to limit the driving force of the target wheel with a large adhesion force.

In addition, it should be noted that, after the differential lock is locked, part of the functions of the vehicle body stability control system in the vehicle will be turned off, however, the traction control system in the vehicle body stability control system belongs to a part that is not turned off. That is, the traction control system may respond to a caliper clamping request signal issued by the vehicle control device.

In the present embodiment, vehicle information of a vehicle is acquired to determine a target state of the vehicle from the vehicle information. And then, when the target state of the vehicle is a climbing state or a half-slope starting state, determining the body posture of the vehicle according to the acquired posture information of the vehicle, so that when the body posture of the vehicle is determined to be abnormal, the vehicle can limit the driving force required by the vehicle in the target state, and the driving safety of the vehicle in the target state is improved.

In addition, it is to be noted in detail that, when it is determined that the vehicle body posture is abnormal, the driving force of the vehicle in the target state can be restricted specifically by S301 to S306 as shown in fig. 3, as follows:

s301, if the vehicle body yaw angle is less than or equal to the third angle threshold, limiting the driving force of the vehicle in the target state to the first driving force.

In an embodiment, the third angle threshold may be set according to practical situations, which is not limited. In this embodiment, the third angle threshold may specifically be 2.5 degrees. When the yaw angle of the vehicle body is less than or equal to 2.5 degrees, it is considered that the vehicle is yaw during climbing, but the yaw width is small, and the probability of the vehicle body being on a slope or turning on a side is small. Therefore, it is considered that in this case, it is only necessary to limit the driving force of the vehicle in the target state.

The first driving force may be a preset driving force in the present case, which may be set according to actual situations. Typically, the first driving force should be smaller than the driving force of the vehicle when not limited.

And S302, if the vehicle body yaw angle is larger than a third angle threshold value, acquiring the opening degree of an accelerator pedal of the vehicle.

S303, if the opening degree of the accelerator pedal is smaller than or equal to a preset opening degree threshold value, limiting the driving force of the vehicle in the target state to be the second driving force.

In one embodiment, when the vehicle body yaw angle is greater than the third angle threshold, then it may be considered that the vehicle may be yawed during the hill climbing, and the yaw amplitude is greater. At this time, in order to further determine the control method for the vehicle, the vehicle control device may acquire the accelerator pedal opening at the current time and then control the driving force of the vehicle.

The preset opening threshold may be set according to actual situations, which is not limited. For example, the preset opening threshold may be 50%.

When the opening of the accelerator pedal is less than or equal to the preset opening threshold, the fuel injection amount of the accelerator is considered to be relatively low, and the vehicle acceleration amplitude is small. Therefore, it is considered that in this case, the vehicle control device is also required to limit the driving force of the vehicle in the target state.

The second driving force may be a preset driving force in the present case, which may be set according to actual situations. Typically, the second driving force should be smaller than the driving force of the vehicle when not limited.

S304, if the opening degree of the accelerator pedal is larger than a preset opening degree threshold value, acquiring the change trend of the vehicle body yaw angle in the target state.

S305, if the trend of change is a decreasing trend, limiting the driving force of the vehicle in the target state to the third driving force.

S306, if the trend of change is a trend of increasing, limiting the driving force of the vehicle in the target state to the fourth driving force and limiting the torque of the engine of the vehicle.

In one embodiment, when the accelerator pedal opening is greater than the preset opening threshold, the fuel injection amount of the accelerator may be considered relatively high at this time. The magnitude of acceleration of the vehicle is large. Therefore, in order to further determine the control method for the vehicle, the vehicle control device may acquire a trend of change in the yaw angle of the vehicle during climbing, and then further control the driving force of the vehicle.

Specifically, when the trend of change is a decreasing trend, it can be considered that the trend of the vehicle body gradually developing yaw can be controlled. Therefore, when the trend of change is a decreasing trend, the driving force of the vehicle in the target state may be limited only.

However, when the trend of change becomes larger, it is considered that the magnitude of the yaw of the vehicle body will become larger gradually. That is, the tendency of the vehicle body to gradually yaw cannot be controlled, so that the probability of the vehicle to climb or roll will also become large. In this case, in order to improve the stability of the vehicle, the vehicle control device needs to restrict not only the driving force of the vehicle in the target state but also the torque of the engine of the vehicle. I.e. limiting the driving force of all wheels.

The third driving force and the fourth driving force may be preset, and the driving forces corresponding to the respective driving forces may be set according to actual situations. In general, the third driving force and the fourth driving force should each be smaller than the driving force of the vehicle when not restricted. Further, since a vehicle is gradually increased in the generation of a slope or rollover, the driving force of the vehicle should be gradually reduced for the safety and stability of the vehicle. I.e. the fourth driving force should be smaller than the third driving force and smaller than the second driving force and smaller than the first driving force.

The above S203 has explained that limiting the driving force of the vehicle in the target state is specifically: the driving force of the target wheel with large adhesion is limited. However, when the trend of change is increasing, if only the driving force of the target wheel with large adhesion is limited and the torque of the engine is not limited, the torque generated by the engine will not change. I.e. the driving force generated by the engine is unchanged. At this time, the limited driving force of the target wheel with large adhesion will be converted into the target wheel with small adhesion on the other side.

However, in this case, the probability of the vehicle developing a hilling or rollover is still large. Based on this, in the trend of the variation becoming larger, it is necessary to limit not only the driving force of the target wheel with a large adhesion force but also the torque of the engine of the vehicle (i.e., reduce the driving force of each wheel), so that the running speed of the vehicle gradually becomes gentle or stopped, to preferentially ensure the safety of the personnel inside the vehicle.

In S203, the driving force of the target wheel having a large adhesion force can be restricted by the caliper clamping force generated based on the caliper clamping request signal. However, in the above-described cases of S301, S303, S305, and S306, the driving force of the vehicle in the target state is limited to the first driving force, the second driving force, the third driving force, the fourth driving force, and the like, and the first driving force, the second driving force, the third driving force, and the fourth driving force may be the same or different. Thus, the caliper clamping force generated may be the same or different in each case. For example, it is considered that the caliper clamping force generated in each of the above cases may be set according to specific related information. The related information may include a model of the vehicle and/or the posture information.

For example, taking the attitude information as an example, when the yaw angle of the vehicle body is smaller than or equal to the third angle threshold value, at this time, the vehicle is yaw while climbing, but the yaw amplitude is small, and the probability of the vehicle body developing a hill or rollover is small. Therefore, the magnitude of the caliper clamping force may be set to 5000N to reduce the driving force of the vehicle to the first driving force. When the accelerator pedal opening is less than or equal to the preset opening threshold, it is considered that the fuel injection amount of the accelerator is relatively low at this time, and the vehicle speed may be low. In this case, too, the probability of the vehicle body developing a hilling or rollover is relatively small. Therefore, the magnitude of the caliper clamping force may be set to 8000N to reduce the driving force of the vehicle to the second driving force. When the accelerator pedal opening is larger than the preset opening threshold and the variation trend of the vehicle body yaw angle is a decreasing trend, the vehicle can be considered to be accelerating at the moment, but the acceleration trend is slower. In this case, in order to enable the vehicle to decelerate as quickly as possible, the caliper clamping force provided may be 12000N to reduce the driving force of the vehicle to the third driving force. In addition, when the accelerator pedal opening is larger than the preset opening threshold value and the variation trend of the vehicle body yaw angle is a trend of increasing, the vehicle can be considered to be accelerating, and at the moment, the vehicle is extremely easy to be on a slope or turn on one's side. In this case, therefore, the caliper clamping force set may be the maximum value that can be reached by the caliper clamping force in the vehicle. For example, 15000N is a fourth driving force that is a driving force for reducing the vehicle as soon as possible.

Wherein the above-mentioned numerical values are only one example in the present embodiment, and not absolute. In the present embodiment, the magnitude of the caliper clamping force generated in each case is not limited. Further, it will be appreciated that since the caliper clamping forces provided in each case may be different, the respective driving forces reduced in a short period of time are also generally different.

In another embodiment, the caliper clamping force in each case may be predicted according to a preset prediction model. The prediction model can be obtained by model training through each set training data. Each training data comprises a posture information combination and a caliper clamping force corresponding to the combination. Each posture information combination may be a combination of one or more kinds of posture information such as a steering wheel change amount, a vehicle body yaw angle, an accelerator pedal opening, and a trend of change in the vehicle body yaw angle, and is not limited thereto. After the prediction model is obtained, the vehicle can acquire various attitude information at the current moment as input so as to obtain the clamping force of the calipers output by the prediction model. In the present embodiment, the manner of acquiring the caliper clamping force is not limited in any way.

In this embodiment, the vehicle control device may comprehensively limit the driving force of the vehicle in the target state by various factors such as the vehicle body yaw angle, the accelerator pedal opening degree, and the variation trend of the vehicle body yaw angle in the climbing process, and further, may improve the stability and safety of the vehicle in the climbing process.

Referring to fig. 4, fig. 4 is a block diagram of a vehicle control apparatus according to an embodiment of the present application. The vehicle control apparatus in this embodiment includes modules for executing the steps in the embodiments corresponding to fig. 1 to 3. Please refer to fig. 1 to 3 and the related descriptions in the embodiments corresponding to fig. 1 to 3. For convenience of explanation, only the portions related to the present embodiment are shown. Referring to fig. 4, the vehicle control apparatus 400 may include: an acquisition module 410, a determination module 420, and a restriction module 430, wherein:

the acquiring module 410 is configured to acquire vehicle information and posture information of a vehicle.

A determining module 420, configured to determine whether the vehicle body posture of the vehicle is abnormal according to the posture information if it is determined that the vehicle is in the target state according to the vehicle information; the target state includes at least a hill climbing state or a semi-hill start state.

The limiting module 430 is configured to limit the driving force of the vehicle in the target state if it is determined that the vehicle body posture is abnormal.

A control module 440 for controlling the driving force of the vehicle in the target state according to the vehicle body posture.

In one embodiment, the vehicle information includes a vehicle body tilt angle; the inclination angle of the vehicle body is an included angle between the plane where the vehicle body is positioned and the horizontal plane; the determining module 420 is further configured to:

and if the inclination angle of the vehicle body is larger than the first angle threshold value, determining that the vehicle is in a target state.

In an embodiment, the attitude information includes a steering wheel variation and a body yaw angle; the vehicle determination module 420 is also configured to:

determining the variation of the vehicle body yaw angle in the target state according to the vehicle body yaw angle; determining a correction angle of a steering wheel of the vehicle according to the change amount of the yaw angle of the vehicle body and the change amount of the steering wheel; whether the body posture of the vehicle is abnormal or not is determined based on the correction angle.

In an embodiment, the determining module 420 is further configured to:

if the correction angle is smaller than or equal to the second angle threshold value, determining that the vehicle body posture is normal; and if the correction angle is larger than the second angle threshold value, determining that the vehicle body posture is abnormal.

In one embodiment, the vehicle information includes a vehicle body yaw angle; the restriction module 430 is further configured to:

if the vehicle body yaw angle is less than or equal to the third angle threshold, the driving force of the vehicle in the target state is restricted to the first driving force.

if the vehicle body yaw angle is larger than a third angle threshold value, acquiring the opening degree of an accelerator pedal of the vehicle; and if the opening degree of the accelerator pedal is smaller than or equal to a preset opening degree threshold value, limiting the driving force of the vehicle in the target state to be the second driving force.

In one embodiment, the restriction module 430 is further configured to:

if the opening of the accelerator pedal is larger than a preset opening threshold value, acquiring the change trend of the vehicle body yaw angle of the vehicle in a target state; if the trend of change is a decreasing trend, the driving force of the vehicle in the target state is restricted to be the third driving force; if the trend of change is a trend of increasing, the driving force of the vehicle in the target state is restricted to the fourth driving force, and the torque of the engine of the vehicle is restricted.

In one embodiment, the restriction module 430 is further configured to:

determining at least two target wheels for providing driving force to both sides of the vehicle; acquiring the adhesive force of each target wheel relative to the slope; the driving force of the target wheel with large adhesion is limited.

It should be understood that, in the block diagram of the vehicle control device shown in fig. 4, each module is configured to perform each step in the embodiment corresponding to fig. 1 to 3, and each step in the embodiment corresponding to fig. 1 to 3 has been explained in detail in the above embodiment, and specific reference is made to fig. 1 to 3 and related descriptions in the embodiment corresponding to fig. 1 to 3, which are not repeated herein.

Fig. 5 is a block diagram of a vehicle according to an embodiment of the present application. As shown in fig. 5, the vehicle 500 of this embodiment includes: a processor 510, a memory 520, and a computer program 530 stored in the memory 520 and executable on the processor 510, such as a program of a vehicle control method. The steps in the respective embodiments of the above-described vehicle control method are implemented when the processor 510 executes the computer program 530, for example, S201 to S203 shown in fig. 1. Alternatively, the processor 510 may perform the functions of the modules in the embodiment corresponding to fig. 4, for example, the functions of the modules 410 to 430 shown in fig. 4, when executing the computer program 530, and refer to the related description in the embodiment corresponding to fig. 4.

For example, the computer program 530 may be partitioned into one or more modules, which are stored in the memory 520 and executed by the processor 510 to implement the vehicle control method provided by the embodiments of the present application. One or more of the modules may be a series of computer program instruction segments capable of performing particular functions for describing the execution of the computer program 530 in the vehicle 500. For example, the computer program 530 may implement the vehicle control method provided in the embodiment of the present application.

The vehicle 500 may include, but is not limited to, a processor 510, a memory 520. It will be appreciated by those skilled in the art that fig. 5 is merely an example of a vehicle 500 and is not intended to limit the vehicle 500, and may include more or fewer components than shown, or may combine certain components, or different components, e.g., the vehicle may further include input and output devices, network access devices, buses, etc.

The processor 510 may be a central processing unit, as well as other general purpose processors, digital signal processors, application specific integrated circuits, off-the-shelf programmable gate arrays or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The memory 520 may be an internal storage unit of the vehicle 500, such as a hard disk or a memory of the vehicle 500. The memory 520 may also be an external storage device of the vehicle 500, such as a plug-in hard disk, a smart memory card, a flash memory card, etc. provided on the vehicle 500. Further, the memory 520 may also include both internal storage units and external storage devices of the vehicle 500.

The embodiments of the present application provide a computer-readable storage medium including a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor implementing the vehicle control method in each of the embodiments described above when executing the computer program.

Embodiments of the present application provide a computer program product for causing a vehicle to execute the vehicle control method in the above-described respective embodiments when the computer program product is run on the vehicle.

In another embodiment of the present application, another vehicle is provided, in which a vehicle control device is provided, and the vehicle control device is configured to execute the vehicle control method provided in the embodiment of the present application.

The above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.

Claims

1. A vehicle control method, characterized in that the method comprises:

acquiring vehicle information and attitude information of a vehicle;

if the vehicle is in the target state according to the vehicle information, determining whether the vehicle body posture of the vehicle is abnormal according to the posture information; the target state at least comprises a climbing state or a half-slope starting state;

2. The method of claim 1, wherein the vehicle information includes a vehicle body tilt angle; the inclination angle of the vehicle body is an included angle between a plane where the vehicle body is positioned and a horizontal plane; the determining the target state of the vehicle according to the vehicle information comprises the following steps:

and if the vehicle body inclination angle is larger than a first angle threshold value, determining that the vehicle is in the target state.

3. The method according to claim 1 or 2, wherein the posture information includes a steering wheel change amount and a vehicle body yaw angle; the determining whether the vehicle body posture of the vehicle is abnormal according to the posture information comprises the following steps:

determining a variation of the vehicle body yaw angle in the target state according to the vehicle body yaw angle;

determining a correction angle of a steering wheel of the vehicle according to the change amount of the vehicle body yaw angle and the steering wheel change amount;

and determining whether the body posture of the vehicle is abnormal according to the correction angle.

4. A method according to claim 3, wherein said determining whether the body posture of the vehicle is abnormal based on the correction angle includes:

if the correction angle is smaller than or equal to a second angle threshold value, determining that the vehicle body posture is normal;

and if the correction angle is larger than the second angle threshold value, determining that the vehicle body posture is abnormal.

5. The method of claim 1, wherein the vehicle information includes a body roll angle; the limiting the driving force of the vehicle in the target state includes:

and if the vehicle body yaw angle is less than or equal to a third angle threshold, limiting the driving force of the vehicle in the target state to be a first driving force.

6. The method of claim 1 or 5, wherein the vehicle information includes a vehicle body yaw angle; the limiting the driving force of the vehicle in the target state further includes:

if the vehicle body yaw angle is larger than a third angle threshold value, acquiring the opening degree of an accelerator pedal of the vehicle;

and if the opening degree of the accelerator pedal is smaller than or equal to a preset opening degree threshold value, limiting the driving force of the vehicle in the target state to be a second driving force.

7. The method according to claim 6, characterized by further comprising, after the acquisition of the accelerator pedal opening of the vehicle:

if the opening of the accelerator pedal is larger than the preset opening threshold, acquiring the change trend of the vehicle body yaw angle of the vehicle in the target state;

if the trend of change is a decreasing trend, limiting the driving force of the vehicle in the target state to be a third driving force;

if the trend of variation is a trend of increasing, the driving force of the vehicle in the target state is restricted to a fourth driving force, and the torque of the engine of the vehicle is restricted.

8. The method according to any one of claims 1 or 2 or 4 or 5 or 7, wherein the limiting the driving force of the vehicle in the target state includes:

determining at least two target wheels for providing driving force to both sides of the vehicle;

acquiring the adhesive force of each target wheel relative to the slope;

and limiting the driving force of the target wheel with large adhesion force.

9. A vehicle control apparatus, characterized in that the apparatus comprises:

the determining module is used for determining whether the vehicle body posture of the vehicle is abnormal or not according to the posture information if the vehicle is in the target state according to the vehicle information; the target state at least comprises a climbing state or a half-slope starting state;

and the limiting module is used for limiting the driving force of the vehicle in the target state if the vehicle body posture is determined to be abnormal.

10. A vehicle in which a vehicle control device is provided for carrying out the method as claimed in any one of claims 1 to 8.