Vehicle slope stabilization control method, device and vehicle

Abstract

The present invention provides a vehicle stabilization control method, device and vehicle, wherein the vehicle stabilization control method comprises: obtaining the state parameters of the vehicle; when it is determined that the vehicle is in a sliding slope state according to the state parameters, inputting the target state parameters in the state parameters into a dual-degree-of-freedom controller to obtain a target stabilization torque parameter; wherein the dual-degree-of-freedom controller comprises a first sub-controller and a second sub-controller that performs negative feedback on the first sub-controller; according to the target stabilization torque parameter, controlling the drive motor of the vehicle to output the stabilization torque; the stabilization torque is used to make the vehicle enter a stabilization slope state. When the parameters of the first controller of the dual-degree-of-freedom controller of the present invention are set relatively large, the output stabilization torque parameter can be reduced based on the negative feedback mechanism, thereby reducing the probability of overshoot in the process of controlling the vehicle to stabilize the slope, reducing the vehicle's jumping, and effectively ensuring the stability of the stabilization slope control.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicles, and in particular to a vehicle slope stabilization control method, device and vehicle. Background Art

[0002] The rapid development of new energy vehicles, especially electric vehicles and hybrid vehicles with motor drive, has put higher and higher requirements on various technical requirements of automobiles. When a car is on a slope, it tends to slide down due to gravity, especially when parking or starting on a slope, it is easy to slide down the slope and cause safety accidents.

[0003] At present, electric vehicles and hybrid vehicles with motor drive have added Anti-Roll Back (ARB) anti-slope rolling system, which mainly uses the stall torque of the drive motor to achieve stable parking of the vehicle on the slope. When the vehicle rolls down the slope, the pre-locked torque command value is multiplied by a certain coefficient and assigned to the speed closed loop integral as the initial value of the speed closed loop integral, and the speed closed loop control is started to enable the slope stabilization function. However, the vehicle's slope stabilization effect is poor at this time. If the parameter setting is too large, it is easy to cause overshoot and cause the vehicle to jump. Summary of the invention

[0004] The embodiments of the present invention provide a vehicle slope stabilization control method, device and vehicle to solve the problem in the prior art that a vehicle with a slope stabilization system is prone to jitter due to overshoot.

[0005] In a first aspect, an embodiment of the present invention provides a vehicle slope stabilization control method, comprising:

[0006] Get the vehicle's status parameters;

[0007] When it is determined according to the state parameters that the vehicle is in a sliding slope state, the target state parameters in the state parameters are input into a dual-degree-of-freedom controller to obtain a target slope-stabilizing torque parameter; wherein the dual-degree-of-freedom controller includes a first sub-controller and a second sub-controller that performs negative feedback on the first sub-controller;

[0008] According to the target slope-stabilizing torque parameter, the driving motor of the vehicle is controlled to output the slope-stabilizing torque; the slope-stabilizing torque is used to make the vehicle enter a slope-stabilizing state.

[0009] Optionally, the first sub-controller has a first degree of freedom parameter, the second sub-controller has a second degree of freedom parameter, and the first degree of freedom parameter and the second degree of freedom parameter are negatively correlated; the first degree of freedom parameter is used to adjust the output ratio of the first sub-controller, and the second degree of freedom parameter is used to adjust the output ratio of the second sub-controller.

[0010] Optionally, inputting a target state parameter among the state parameters into a dual-degree-of-freedom controller to obtain a target slope-stabilizing torque parameter includes:

[0011] inputting the target state parameters into the first sub-controller and the second sub-controller respectively;

[0012] Obtaining, by the first sub-controller, a first slope-stabilizing torque sub-parameter based on the first degree of freedom parameter and the target state parameter;

[0013] Acquiring, by the second sub-controller, a second slope-stabilizing torque sub-parameter based on the second degree-of-freedom parameter and the target state parameter;

[0014] The target slope-stabilizing torque parameter is obtained according to the first slope-stabilizing torque sub-parameter and the second slope-stabilizing torque sub-parameter.

[0015] Optionally, the first sub-controller includes a proportional-integral controller, which includes a first integral component and a first proportional component; the second sub-controller includes an integral-proportional controller, which includes a second proportional component; the first degree of freedom parameter is multiplied by the first proportional component and then added to the first integral component; the second degree of freedom parameter is multiplied by the second proportional component.

[0016] Optionally, controlling the drive motor of the vehicle to output the slope-stabilizing torque according to the target slope-stabilizing torque parameter includes:

[0017] The target slope-stabilizing torque parameter is multiplied by a preset amplification factor to obtain the slope-stabilizing torque.

[0018] Optionally, obtaining the vehicle status parameters includes:

[0019] At least two parameters of the vehicle's gyroscope parameters, gear parameters, handbrake signals, accelerator pedal depth parameters, brake pedal depth parameters, and drive motor parameters are obtained.

[0020] Optionally, determining that the vehicle is in a sliding slope state according to the state parameter includes:

[0021] When the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, the accelerator pedal depth parameter is lower than a preset first range, and the brake pedal depth parameter is lower than a preset second range, it is determined that the vehicle is in a sliding slope state;

[0022] Alternatively, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, the handbrake signal is in an invalid state, the accelerator pedal depth parameter is lower than the preset first range, and the brake pedal depth parameter is lower than the preset second range, it is determined that the vehicle is in a sliding slope state;

[0023] Alternatively, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, and the drive motor parameter is negative, it is determined that the vehicle is in a sliding downhill state.

[0024] Optionally, when the vehicle enters the slope-stabilizing state for a first preset time, the slope-stabilizing torque is reduced;

[0025] When the driving motor rotates and changes position, the slope-stabilizing torque is increased to control the vehicle to re-enter the slope-stabilizing state.

[0026] Optionally, after the vehicle enters the slope stabilization state, the slope stabilization duration is recorded;

[0027] When the slope stabilization time exceeds a preset time threshold, a preset slope stabilization exit reminder message is output, wherein the preset slope stabilization exit reminder message includes a brake stepping reminder message and a slope stabilization exit reminder message;

[0028] Get the brake pedal depth parameter;

[0029] When the brake pedal depth parameter exceeds a preset depth threshold, the slope stabilization state is exited.

[0030] Optionally, after the vehicle enters a slope-steady state, a throttle torque parameter of the vehicle is obtained;

[0031] Comparing the magnitude of the throttle torque parameter and the slope stabilizing torque;

[0032] When the slope-stabilizing torque is greater than the throttle torque parameter, outputting the slope-stabilizing torque to maintain the slope-stabilizing state;

[0033] When the slope-stabilizing torque is less than the throttle torque parameter, the throttle torque parameter is output and the slope-stabilizing state is exited.

[0034] In a second aspect, an embodiment of the present invention provides a vehicle slope stabilization control device, comprising:

[0035] A vehicle status acquisition module is used to obtain the status parameters of the vehicle;

[0036] a slope stabilization parameter acquisition module, for inputting a target state parameter in the state parameter into a dual-degree-of-freedom controller to obtain a target slope stabilization torque parameter when it is determined that the vehicle is in a slope sliding state according to the state parameter; wherein the dual-degree-of-freedom controller includes a first sub-controller and a second sub-controller that performs negative feedback on the first sub-controller;

[0037] The slope stabilization execution module is used to control the driving motor of the vehicle to output the slope stabilization torque according to the target slope stabilization torque parameter; the slope stabilization torque is used to make the vehicle enter a slope stabilization state.

[0038] Optionally, the stead-slope parameter acquisition module includes a first stead-slope parameter sub-module and a second stead-slope parameter sub-module, the first stead-slope parameter sub-module includes the first sub-controller, the first sub-controller has a first degree of freedom parameter; the second stead-slope parameter sub-module includes the second sub-controller, the second sub-controller has a second degree of freedom parameter; the first degree of freedom parameter is negatively correlated with the second degree of freedom parameter; the first degree of freedom parameter is used to adjust the output ratio of the first sub-controller, and the second degree of freedom parameter is used to adjust the output ratio of the second sub-controller.

[0039] Optionally, the slope stabilization parameter acquisition module inputs the target state parameters into the first sub-controller and the second sub-controller respectively;

[0040] The first slope stabilization parameter submodule acquires a first slope stabilization torque subparameter based on the first degree of freedom parameter and the target state parameter through the first sub-controller;

[0041] The second slope stabilization parameter submodule acquires a second slope stabilization torque subparameter based on the second degree of freedom parameter and the target state parameter through the second sub-controller;

[0042] The slope stabilization parameter acquisition module obtains the target slope stabilization torque parameter according to the first slope stabilization torque sub-parameter and the second slope stabilization torque sub-parameter.

[0043] Optionally, the first sub-controller includes a proportional-integral controller, which includes a first integral component and a first proportional component; the second sub-controller includes an integral-proportional controller, which includes a second proportional component; the first degree of freedom parameter is multiplied by the first proportional component and then added to the first integral component; the second degree of freedom parameter is multiplied by the second proportional component.

[0044] Optionally, the device further comprises a slope-stabilizing torque acquisition module, which multiplies the target slope-stabilizing torque parameter by a preset amplification factor to obtain the slope-stabilizing torque.

[0045] Optionally, the target state parameter includes the rotational speed of the drive motor.

[0046] Optionally, the vehicle state acquisition module acquires at least two parameters of the vehicle's gyroscope parameters, gear parameters, handbrake signals, accelerator pedal depth parameters, brake pedal depth parameters and drive motor parameters.

[0047] Optionally, determining that the vehicle is in a sliding slope state according to the state parameter includes:

[0048] When the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, the accelerator pedal depth parameter is lower than a preset first range, and the brake pedal depth parameter is lower than a preset second range, it is determined that the vehicle is in a sliding slope state;

[0049] Alternatively, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, the handbrake signal is in an invalid state, the accelerator pedal depth parameter is lower than the preset first range, and the brake pedal depth parameter is lower than the preset second range, it is determined that the vehicle is in a sliding slope state;

[0050] Alternatively, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, and the drive motor parameter is negative, it is determined that the vehicle is in a sliding downhill state.

[0051] Optionally, the device further comprises an anti-stalling module;

[0052] When the vehicle enters the slope stabilizing state for a first preset time, the anti-rotation blocking module reduces the slope stabilizing torque;

[0053] When the driving motor rotates and changes position, the anti-rotation blocking module increases the slope stabilizing torque to control the vehicle to re-enter the slope stabilizing state.

[0054] Optionally, the device further includes a slope stabilization timeout exit module:

[0055] After the vehicle enters the slope stabilization state, the slope stabilization timeout exit module records the slope stabilization time;

[0056] When the slope stabilization time exceeds the preset time threshold, the slope stabilization timeout exit module outputs preset slope stabilization exit reminder information, and the preset slope stabilization exit reminder information includes brake stepping reminder information and slope stabilization exit reminder information;

[0057] The slope stabilization timeout exit module obtains a brake pedal depth parameter;

[0058] When the brake pedal depth parameter exceeds a preset depth threshold, the slope stabilization timeout exit module exits the slope stabilization state.

[0059] Optionally, the device further includes a throttle torque acquisition module and a comparison module;

[0060] After the vehicle enters a slope-steady state, the throttle torque acquisition module acquires a throttle torque parameter of the vehicle;

[0061] The comparison module compares the throttle torque parameter with the slope-stabilizing torque;

[0062] When the slope stabilization torque is greater than the throttle torque parameter, the slope stabilization execution module outputs the slope stabilization torque to maintain the slope stabilization state;

[0063] When the slope stabilization torque is less than the throttle torque parameter, the slope stabilization execution module outputs the throttle torque parameter and exits the slope stabilization state.

[0064] In a third aspect, an embodiment of the present invention provides a vehicle, wherein the vehicle includes the vehicle slope stabilization control device as described above.

[0065] Compared with the prior art, the present invention has the following advantages:

[0066] In the embodiment of the present invention, by collecting vehicle state information, it is determined whether the vehicle is in a sliding slope state, and if so, a dual-degree-of-freedom controller with negative feedback is used to control the output of the slope-stabilizing torque to put the vehicle into a slope-stabilizing state. Since the second sub-controller performs negative feedback adjustment on the slope-stabilizing torque parameter output by the first sub-controller, when the parameter setting of the first controller is relatively large, the output slope-stabilizing torque parameter can be reduced based on the negative feedback mechanism, and in the process of controlling the vehicle to stabilize the slope, the probability of overshoot is reduced, and the vehicle's jumping is reduced.

[0067] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for describing the embodiments are briefly introduced below.

[0069] Figure 1 A schematic diagram of a vehicle slope stabilization control method provided by an embodiment of the present invention;

[0070] Figure 2 A schematic diagram of the structure of a dual-degree-of-freedom controller provided in an embodiment of the present invention;

[0071] Figure 3Another structural schematic diagram of a dual-degree-of-freedom controller provided by an embodiment of the present invention;

[0072] Figure 4 A flow chart of an implementation of a vehicle slope stabilization control method provided by an embodiment of the present invention;

[0073] Figure 5 A flowchart of preventing motor stalling and exiting the slope stabilizing state in a vehicle in an embodiment of the present invention;

[0074] Figure 6 A schematic diagram of a vehicle slope stabilization control device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0075] The exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can also be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present invention and to enable the scope of the present invention to be fully communicated to those skilled in the art.

[0076] Figure 1 A vehicle slope stabilization control method provided by an embodiment of the present invention includes:

[0077] Step 101: Obtain vehicle status parameters.

[0078] The vehicle slope stabilization control method provided in the embodiment of the present invention is applied to a vehicle slope stabilization control device, and the vehicle slope stabilization control device can be arranged on a vehicle, where the vehicle can include an electric vehicle and a hybrid vehicle whose driving mode includes motor drive.

[0079] The vehicle's status parameters are collected by the vehicle's sensors, including the status information of each component during the vehicle's driving process.

[0080] The vehicle may obtain the state parameters of the vehicle through various sensors during the driving process. After the state parameters of the vehicle are obtained, step 102 may be performed based on the state parameters of the vehicle.

[0081] Step 102: When it is determined that the vehicle is in a sliding slope state according to the state parameters, the target state parameters in the state parameters are input into a dual-degree-of-freedom controller to obtain a target slope-stabilizing torque parameter. The dual-degree-of-freedom controller includes a first sub-controller and a second sub-controller that performs negative feedback on the first sub-controller.

[0082] After obtaining the state parameters of the vehicle, it can be determined whether the vehicle is in a rolling slope state based on the state parameters of the vehicle. When a vehicle is waiting for a red light or the road is congested on a slope, due to the effect of gravity, the vehicle has a downward moment that makes the vehicle tend to slide down the slope, which is rolling slope.

[0083] When the vehicle is in a sliding state, the drive motor needs to output a slope-stabilizing torque to counteract the torque of the vehicle's own gravity acting on the drive motor, that is, the vehicle load torque, to stabilize the vehicle on the slope. At this time, the target state parameters in the state parameters are input into the dual-degree-of-freedom controller to obtain the target slope-stabilizing torque parameters.

[0084] The dual-degree-of-freedom controller includes a first sub-controller and a second sub-controller that performs negative feedback on the first sub-controller. Negative feedback is introduced from the output end to control the first sub-controller. In the initial stage of the target state parameter, the target state parameter has a large value, and the negative feedback effect is correspondingly large, which can reduce overshoot; the closer to the target value of the target state parameter, the smaller the negative feedback effect, so that the system can reach the stable slope state as soon as possible, effectively ensuring the stability of the system.

[0085] Among them, since the parameters required in the process of calculating the slope-stabilizing torque parameter are different from the parameters required for judging the slope slipping state, in the embodiment of the present application, the target state parameter for calculating the slope-stabilizing torque parameter can be selected from the collected state parameters for calculation. The target state parameter can be, for example, the speed of the driving motor, etc. Of course, it can also include other parameters, which are not limited in the embodiment of the present application.

[0086] After the target slope-stabilizing torque parameter is obtained, step 103 may be performed based on the target slope-stabilizing torque parameter.

[0087] Step 103: Control the driving motor of the vehicle to output the slope-stabilizing torque according to the target slope-stabilizing torque parameter; the slope-stabilizing torque is used to make the vehicle enter a slope-stabilizing state.

[0088] After obtaining the target slope-stabilizing torque parameters, the slope-stabilizing torque can be obtained through calculation. The vehicle's drive motor outputs the slope-stabilizing torque, which acts on the vehicle together with the vehicle's load torque, gradually stabilizing the vehicle's speed to close to 0, allowing the vehicle to enter a slope-stabilizing state.

[0089] In actual application, after step 103 controls the driving motor of the vehicle to output the stabilizing torque according to the target stabilizing torque parameter, the brake pedal depth parameter may change, so the process of steps 101 to 103 will be executed cyclically to keep the vehicle in the stabilizing state. Steps 101 to 103 are a cyclic process, and the dual-degree-of-freedom controller cyclically obtains the gradually stable target stabilizing torque parameter according to the input target state parameter and the output result, and outputs the stabilizing torque through the driving motor of the vehicle, so that the vehicle enters the stabilizing state and stops on the slope.

[0090] In the embodiment of the present application, the dual-degree-of-freedom controller controls the slope-stabilizing torque by introducing negative feedback. Since the second sub-controller performs negative feedback adjustment on the slope-stabilizing torque parameter output by the first sub-controller, when the proportional parameter of the first controller is set to a large value, the output slope-stabilizing torque parameter can be reduced based on the negative feedback mechanism. In the process of controlling the vehicle to stabilize the slope, the probability of overshoot is reduced and the vehicle's jerking is reduced.

[0091] Based on this embodiment, in other embodiments, obtaining the vehicle status parameters may include: obtaining at least two of the vehicle's gyroscope parameters, gear parameters, handbrake signals, accelerator pedal depth parameters, brake pedal depth parameters and drive motor parameters.

[0092] It should be noted that the handbrake signal can be an electronic handbrake or a manual handbrake, and the embodiment of the present application is not limited thereto.

[0093] Determining, based on the state parameter, that the vehicle is in a sliding slope state includes the following situations:

[0094] On an automatic transmission vehicle without a handbrake, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in the driving gear, the accelerator pedal depth parameter is lower than the preset first range, and the brake pedal depth parameter is lower than the preset second range, it is determined that the vehicle is in a sliding downhill state. Among them, the preset first range and the preset second range can be set according to actual conditions, and the preset first range and the preset second range can be set to 2% range. In other words, the vehicle is on a slope and the owner has not converted the driving gear to the parking gear. Therefore, the vehicle needs to generate a reverse force to overcome the gravity of the vehicle, thereby avoiding the vehicle sliding down the slope.

[0095] Specifically, when the vehicle controller determines that the vehicle is on a slope based on the gyroscope parameters, it obtains the gear parameters. When it is determined that the vehicle is in the driving gear based on the gear parameters, it obtains the accelerator pedal depth parameters and the brake pedal depth parameters. When it is determined that the accelerator pedal is not stepped on based on the accelerator pedal depth parameters, and when it is determined that the brake pedal is stepped on but the stepping depth does not exceed the second range (i.e., the stepping force is not enough) based on the brake pedal depth parameters, it is determined that the vehicle is in a sliding downhill state.

[0096] Alternatively, on a vehicle equipped with a handbrake, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, the handbrake signal is in an invalid state, the accelerator pedal depth parameter is lower than the preset first range, and the brake pedal depth parameter is lower than the preset second range, it is determined that the vehicle is in a sliding slope state;

[0097] Specifically, when the vehicle controller determines that the vehicle is on a slope based on the gyroscope parameters, it obtains a handbrake signal. When it is determined that the handbrake is not pulled (i.e., the handbrake signal is in an invalid state) based on the handbrake signal, the gear parameters are obtained. When it is determined that the vehicle is in the driving gear based on the gear parameters, the accelerator pedal depth parameters and the brake pedal depth parameters are obtained. When it is determined that the accelerator pedal is not stepped on based on the accelerator pedal depth parameters, and when it is determined that the brake pedal is stepped on but the stepping depth does not exceed the second range (i.e., the stepping force is insufficient) based on the brake pedal depth parameters, it is determined that the vehicle is sliding down a slope.

[0098] Alternatively, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, and the drive motor parameter is negative, it is determined that the vehicle is in a sliding downhill state.

[0099] Specifically, when the vehicle controller determines that the vehicle is on a slope based on the gyroscope parameters, it obtains the gear parameters. When it is determined that the vehicle is in the driving gear based on the gear parameters, it obtains the drive motor parameters. When it is determined that the rotation direction of the drive motor is negative (that is, the drive motor generates a torque that resists the load torque of the vehicle) based on the drive motor parameters, it is determined that the vehicle is in a sliding downhill state.

[0100] Of course, in the embodiment of the present application, the state parameters of the vehicle may include a part of the above parameters, and this part of the parameters can be used to determine whether the vehicle is in a sliding slope state.

[0101] Based on this embodiment, in other embodiments, the first sub-controller has a first degree of freedom parameter, the second sub-controller has a second degree of freedom parameter, and the first degree of freedom parameter and the second degree of freedom parameter are negatively correlated; the first degree of freedom parameter is used to adjust the output ratio of the first sub-controller, and the second degree of freedom parameter is used to adjust the output ratio of the second sub-controller.

[0102] The dual-degree-of-freedom controller includes two parameters: a first degree-of-freedom parameter and a second degree-of-freedom parameter. The first degree-of-freedom parameter is used to adjust the output ratio of the first sub-controller; the second degree-of-freedom parameter is used to adjust the output ratio of the second sub-controller.

[0103] Negative feedback is introduced from the output end to act on the second sub-controller, and the output of the first sub-controller is negatively feedback adjusted in combination with the second degree of freedom parameter. When the proportional parameter of the first controller is set to a large value, the output slope-stabilizing torque parameter can be reduced based on the negative feedback mechanism. In the process of controlling the vehicle to stabilize the slope, the probability of overshoot is reduced and the vehicle's jerking is reduced.

[0104] Based on this embodiment, in other embodiments, the target state parameter in the state parameter is input into a dual-degree-of-freedom controller to obtain a target slope-stabilizing torque parameter, including:

[0105] inputting the target state parameters into the first sub-controller and the second sub-controller respectively;

[0106] Obtaining, by the first sub-controller, a first slope-stabilizing torque sub-parameter based on the first degree of freedom parameter and the target state parameter;

[0107] Acquiring, by the second sub-controller, a second slope-stabilizing torque sub-parameter based on the second degree-of-freedom parameter and the target state parameter;

[0108] The target slope-stabilizing torque parameter is obtained according to the first slope-stabilizing torque sub-parameter and the second slope-stabilizing torque sub-parameter.

[0109] The target state parameter includes the rotation speed of the drive motor.

[0110] like Figure 2 As shown, the target state parameters including the rotation speed of the driving motor are input into the first sub-controller and the second sub-controller respectively, the input of the first sub-controller includes the rotation speed n and the target rotation speed n′ of the driving motor, and the first slope-stabilizing torque sub-parameter is obtained based on the input value and the first degree of freedom parameter;

[0111] The input of the second sub-controller includes the speed n of the driving motor. Based on the input value and the second degree of freedom parameter, a second slope-stabilizing torque sub-parameter is obtained, which is used to perform negative feedback regulation on the first slope-stabilizing torque sub-parameter;

[0112] The first slope-stabilizing torque sub-parameter and the second slope-stabilizing torque sub-parameter are calculated to obtain the target slope-stabilizing torque parameter, and then the speed of the drive motor can be controlled. Figure 2 As shown, the speed n of the drive motor is the current operating speed, which is the speed of the drive motor after being driven according to the output result of the dual-degree-of-freedom controller.

[0113] Based on this embodiment, in other embodiments, the first sub-controller includes a proportional-integral controller, which includes a first integral component and a first proportional component; the second sub-controller includes an integral-proportional controller, which includes a second proportional component; the first degree of freedom parameter is multiplied by the first proportional component and then added to the first integral component; the second degree of freedom parameter is multiplied by the second proportional component.

[0114] Based on this embodiment, in other embodiments, the sum of the first degree of freedom parameter and the second degree of freedom parameter is 1.

[0115] The first degree of freedom parameter is negatively correlated with the second degree of freedom parameter. In this embodiment, the sum of the first degree of freedom parameter and the second degree of freedom parameter is set to 1, that is, the first degree of freedom parameter is α, and the second degree of freedom parameter is (1-α), which can well coordinate the control ratio of the first sub-controller and the second sub-controller. Of course, the values ​​of the first degree of freedom parameter and the second degree of freedom parameter can also be freely set, as long as the two satisfy the negative correlation relationship. The degree of negative correlation between the first degree of freedom parameter and the second degree of freedom parameter can be set according to actual needs, and the embodiment of the present application does not limit it.

[0116] like Figure 3 As shown, the proportional integral controller, i.e., the PI controller, included in the first sub-controller includes a first proportional component K 1p and the first integral component K si / s two parts, the second sub-controller includes an integral proportional controller, that is, an IP controller including a second proportional component K 2p .

[0117] The first integral component is obtained by integrating Ksi with the error (n′-n) between the target speed n′ and the current speed n of the drive motor, namely: The product of the first degree of freedom parameter α and the first proportional component K1p is obtained by multiplying (n′-n) plus the first integral component to obtain the first slope stabilizing torque sub-parameter.

[0118] The second degree of freedom parameter (1-α) is multiplied by the second proportional component K2p, and then multiplied by the current speed n of the drive motor to obtain the second slope-stabilizing torque sub-parameter.

[0119] Among them, K 1p is the first proportional magnification factor, K 2p is the second proportional gain factor, both of which are generally assigned according to the system response characteristics without special constraints, such as 1 to 10. Ksi is the integral gain factor, which is generally assigned according to the system steady-state characteristics without special constraints, such as 0 to 1.

[0120] The target slope-stabilizing torque parameter is obtained by subtracting the second slope-stabilizing torque sub-parameter from the first slope-stabilizing torque sub-parameter.

[0121] Based on this embodiment, in other embodiments, controlling the drive motor of the vehicle to output the slope-stabilizing torque according to the target slope-stabilizing torque parameter includes:

[0122] The target slope-stabilizing torque parameter is multiplied by a preset amplification factor to obtain the slope-stabilizing torque.

[0123] Here, the target slope-stabilizing torque parameter is the q-axis current i of the vehicle's drive motor. q The preset amplification factor K = 1.5*p*ω, where p is the number of pole pairs of the drive motor and ω is the magnetic flux of the drive motor. The slope-stabilizing torque Te output by the vehicle's drive motor can be obtained by formula (1):

[0124] Te=k*i q =1.5*p*ω*i q

[0125]

[0126] The slope-stabilizing torque Te output by the drive motor is in the opposite direction to the vehicle load torque TL, and they act together on the vehicle (1 / JS) to keep the vehicle stationary on the slope.

[0127] It should be noted that the formula of the integral part and the formula of the proportional part of the first sub-controller can also be set to other forms, and the formula of the proportional part of the second sub-controller can also be set to other forms, which is not limited by the embodiments of the present application.

[0128] The dual-degree-of-freedom controller combines the high performance of the proportional-integral controller (PI controller) and the high stability of the integral-proportional controller (IP controller), with α being the adjustment coefficient of the two. α takes the value of [0,1], α=1 represents a pure PI controller, and α=0 represents a pure IP controller. Let damp=1-α be the damping coefficient, and the closer α is to 0, the larger the damping coefficient of the system. During the steady slope control process, the damping coefficient can be set to change with the speed n of the drive motor, and the damping coefficient is positively correlated with the speed n. By dynamically adjusting the damping coefficient, the characteristics of the control system can be changed at will, so that the speed control can be controlled at will.

[0129] The degree of positive correlation between the damping coefficient and the rotational speed n can be obtained based on actual tests, and the embodiments of the present application do not impose any limitation thereto.

[0130] It should be noted that α can also be a fixed value, which can simplify the control process. When α is a fixed value, its specific value can be obtained by performing actual test results on the vehicle, and the embodiment of the present application does not limit it.

[0131] The dual-degree-of-freedom controller introduces a (1-α)*K 2p *n negative feedback term, the higher the speed, the greater the damping coefficient, the more the output of the dual-degree-of-freedom controller is suppressed; conversely, the lower the speed, the lower the damping coefficient, the less the system output is suppressed. Therefore, it can be analyzed that when the speed exceeds the target value, the greater the damping coefficient, the negative feedback makes the output torque smaller, suppresses the system overshoot, and suppresses the speed from exceeding the target value. 1p or K 2p If the setting is too small, the response is too slow, and the vehicle may easily slide back a long distance. In this embodiment, the proportional coefficient can be increased first, and then the speed can be adjusted through the dual-degree-of-freedom controller to suppress system overshoot. That is, the dual-degree-of-freedom controller of the embodiment of the present invention can suppress overshoot and ensure the stability of the slope control.

[0132] The following is a specific implementation process to illustrate the process of vehicle slope control according to the embodiment of the present invention. Figure 4 As shown, including:

[0133] Step 401, obtaining at least two parameters of the vehicle's state parameters such as gyroscope parameters, gear parameters, handbrake signals, accelerator pedal depth parameters, brake pedal depth parameters and drive motor parameters.

[0134] During the driving process of the vehicle, the vehicle status parameters such as gyroscope parameters, gear parameters, handbrake signal, accelerator pedal depth parameters, brake pedal depth parameters and drive motor parameters are obtained through sensors to determine the current status of the vehicle.

[0135] Step 402: Determine that the vehicle is in a sliding downhill state based on at least two parameters among the gyroscope parameters, the gear parameters, the handbrake signal, the accelerator pedal depth parameters, the brake pedal depth parameters, and the drive motor parameters.

[0136] Determining, based on the state parameter, that the vehicle is in a sliding slope state includes the following situations:

[0137] On an automatic transmission vehicle without a handbrake, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in the driving gear, the accelerator pedal depth parameter is lower than the preset first range, and the brake pedal depth parameter is lower than the preset second range, it is determined that the vehicle is in a sliding slope state. The preset first range and the preset second range can be set according to actual conditions, and the preset first range and the preset second range can be set to 2% range.

[0138] Alternatively, on a vehicle equipped with a handbrake, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, the handbrake signal is in an invalid state, the accelerator pedal depth parameter is lower than the preset first range, and the brake pedal depth parameter is lower than the preset second range, it is determined that the vehicle is in a sliding slope state;

[0139] Alternatively, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, and the drive motor parameter is negative, it is determined that the vehicle is in a sliding downhill state.

[0140] Of course, in the embodiment of the present application, the state parameters of the vehicle may include a part of the above parameters, and this part of the parameters can be used to determine whether the vehicle is in a sliding slope state.

[0141] Step 403: Input the target state parameters in the state parameters into the first sub-controller and the second sub-controller respectively.

[0142] Of course, in practical applications, the acquired state parameters include target state parameters, and other parameters may be selected as one or more, which are not limited in the embodiments of the present application.

[0143] Among them, the driving motor parameters in the state parameters can be used as target state parameters and input into the first sub-controller and the second sub-controller respectively.

[0144] Step 404: Obtain a first slope-stabilizing torque sub-parameter based on the first degree-of-freedom parameter and the target state parameter through the first sub-controller.

[0145] The proportional-integral controller (PI controller) included in the first sub-controller includes a first proportional component K 1p and the first integral component K si / s two parts.

[0146] The first integral component is obtained by integrating Ksi with the error (n′-n) between the target speed n′ and the current speed n of the drive motor, namely: The product of the first degree of freedom parameter α and the first proportional component K1p is obtained by multiplying (n′-n) plus the first integral component to obtain the first slope stabilizing torque sub-parameter.

[0147] Among them, K1p is the first proportional amplification factor, which is generally assigned according to the system response characteristics without special constraints, such as 1 to 10. Ksi is the integral amplification factor, which is generally assigned according to the system steady-state characteristics without special constraints, such as 0 to 1.

[0148] Step 405: Obtain a second slope-stabilizing torque sub-parameter based on the second degree of freedom parameter and the target state parameter through the second sub-controller;

[0149] The second sub-controller includes an integral proportional controller, that is, an IP controller, which includes a second proportional component K 2p .

[0150] The second degree of freedom parameter (1-α) is multiplied by the second proportional component K2p, and then multiplied by the current speed n of the drive motor to obtain the second slope-stabilizing torque sub-parameter.

[0151] Among them, K 2p is the second proportional amplification factor, which is generally assigned according to the system response characteristics without special constraints, such as 1 to 10.

[0152] Step 406: Obtain the target slope-stabilizing torque parameter according to the first slope-stabilizing torque sub-parameter and the second slope-stabilizing torque sub-parameter.

[0153] The target slope-stabilizing torque parameter is obtained by subtracting the second slope-stabilizing torque sub-parameter from the first slope-stabilizing torque sub-parameter.

[0154] Step 407: multiply the target slope-stabilizing torque parameter by a preset amplification factor to obtain the slope-stabilizing torque, and control the vehicle's drive motor to output the slope-stabilizing torque; the slope-stabilizing torque is used to put the vehicle into a slope-stabilizing state.

[0155] Here, the target slope-stabilizing torque parameter is the q-axis current i of the vehicle's drive motor. q The preset amplification factor K = 1.5*p*ω, where p is the number of pole pairs of the drive motor and ω is the magnetic flux of the drive motor. The slope-stabilizing torque Te output by the vehicle's drive motor can be obtained by formula (1):

[0156] Te=k*i q =1.5*p*ω*i q

[0157]

[0158] The slope-stabilizing torque Te output by the drive motor is in the opposite direction to the vehicle load torque TL, and they act together on the vehicle (1 / JS) to keep the vehicle stationary on the slope.

[0159] The vehicle slope control method provided by the embodiment of the present invention determines whether the vehicle is in a sliding slope state by collecting vehicle state information. If so, a dual-degree-of-freedom controller with negative feedback is used to control the output slope-stabilizing torque, so that the speed of the drive motor is stabilized at close to 0, and the vehicle enters a slope-stabilizing state. The dual-degree-of-freedom controller uses a mixed proportional-integral controller and an integral-proportional controller, introduces negative feedback, and controls the slope-stabilizing torque by using the negatively correlated first degree-of-freedom parameter and the second degree-of-freedom parameter. When the target state parameter exceeds the target value, the greater the damping coefficient associated with the second degree of freedom, the smaller the controller output is due to negative feedback, which suppresses system overshoot, reduces vehicle sway, and effectively ensures the stability of the slope-stabilizing control.

[0160] In the above embodiment, after the vehicle enters the stable slope state, in order to prevent the drive motor from being in a stalled state for a long time and causing excessive temperature rise and burning of the motor, it is necessary to slightly rotate the motor in a timely manner. And when the vehicle meets the conditions after entering the stable slope state, the vehicle exits the stable slope state, as shown in the following embodiment.

[0161] Based on this embodiment, in other embodiments, when the vehicle enters the stable slope state for a first preset time, the stable slope torque is reduced, and after the drive motor rotates and changes position, the stable slope torque is increased to control the vehicle to re-enter the stable slope state.

[0162] The first preset duration is 3 to 5 seconds. When the vehicle enters the steady slope state, the drive motor of the vehicle is in a stalled state. When the stall time exceeds 3 to 5 seconds, the drive motor will overheat and there is a risk of burning. When the vehicle enters the steady slope state for the first preset time, the steady slope torque is reduced first, and the vehicle briefly exits the steady slope state. The time for exiting the steady slope state is extremely short, only a few hundred milliseconds, and the vehicle basically does not slip during this short exit process; when the vehicle briefly exits the steady slope state, the drive motor rotates slightly and changes to another position; when the drive motor rotates to another position, the steady slope torque is increased, and the vehicle re-enters the steady slope state. At this time, the motor stall occurs at another position of the motor. This can prevent the drive motor from being stalled in one position for a long time, avoiding the risk of excessive temperature rise and burning the motor.

[0163] Based on this embodiment, in other embodiments, after the vehicle enters the slope stabilizing state, the slope stabilizing time is recorded;

[0164] When the steady slope duration exceeds the preset duration threshold, a preset steady slope exit reminder message is output, and the preset steady slope exit reminder message includes a brake reminder message and a steady slope exit reminder message; wherein the preset duration threshold is longer than the first preset duration, and can be 5 seconds. The specific value can be obtained based on actual tests, and the embodiments of the present application do not limit it. When the above-mentioned anti-motor stalling measures still cannot prevent the drive motor from overheating, and the road conditions do not allow the vehicle to move forward, it is necessary to exit the steady slope state. The steady slope exit reminder message is output to remind the driver that the steady slope state is about to be exited, and the brake reminder message is output to remind the driver that the driver can step on the brake after the vehicle exits the steady slope state to prevent the vehicle from sliding down the slope.

[0165] Get the brake pedal depth parameter;

[0166] When the brake pedal depth parameter exceeds the preset depth threshold, the steady slope state is exited. The preset depth threshold can be selected as 50% of the range, and the specific value can be obtained according to actual tests, and the embodiment of the present application does not limit it.

[0167] After the vehicle exits the slope stabilization state, if the aforementioned conditions for entering the slope stabilization are met, the vehicle may enter the slope stabilization state again.

[0168] Based on this embodiment, in other embodiments, after the vehicle enters a slope-steady state, a throttle torque parameter of the vehicle is obtained;

[0169] Comparing the magnitude of the throttle torque parameter and the slope stabilizing torque;

[0170] When the slope-stabilizing torque is greater than the throttle torque parameter, outputting the slope-stabilizing torque to maintain the slope-stabilizing state;

[0171] When the slope-stabilizing torque is less than the throttle torque parameter, the throttle torque parameter is output and the slope-stabilizing state is exited.

[0172] The following is a specific example of a process for preventing the motor from stalling and exiting the slope stabilization state in a vehicle. Figure 5 As shown, including:

[0173] Step 501: The driving motor outputs a slope-stabilizing torque to enable the vehicle to enter a slope-stabilizing mode.

[0174] Step 502 , determine whether the vehicle has entered a slope-steady state for a first preset time. If not, proceed to step 502 . If yes, proceed to step 503 .

[0175] Step 503: Reduce the slope-stabilizing torque.

[0176] Step 504: After the driving motor rotates and changes position, the slope-stabilizing torque is increased, and the vehicle re-enters the slope-stabilizing state.

[0177] Step 505, recording the slope stabilization time;

[0178] Step 506, determine whether the slope stabilization time exceeds the preset time threshold, if yes, proceed to step 507, if no, proceed to step 505;

[0179] The preset time threshold is longer than the first preset time, and may be 5 seconds. When the above-mentioned anti-motor stalling measures still cannot prevent the drive motor from overheating, and the road conditions do not allow the vehicle to move forward, it is necessary to exit the stabilizing slope state.

[0180] Step 507, outputting preset steady slope exit reminder information;

[0181] The preset steady slope exit reminder information includes brake reminder information and steady slope reminder information. The steady slope exit reminder information is output to remind the driver that the steady slope state is about to be exited, and the brake reminder information is output to remind the driver that the driver can brake after the vehicle exits the steady slope state to prevent the vehicle from sliding down the slope.

[0182] Step 508: Obtain brake pedal depth parameters;

[0183] Step 509, determining whether the brake pedal depth parameter exceeds a preset depth threshold, if yes, proceeding to step 510, if no, proceeding to step 508;

[0184] The preset depth threshold can be selected as 50% of the range.

[0185] Step 510, exit the steady slope state;

[0186] After the vehicle exits the slope stabilization state, if the aforementioned conditions for entering the slope stabilization are met, the vehicle may enter the slope stabilization state again.

[0187] Step 511: Obtain the throttle torque parameter of the vehicle.

[0188] Step 512, determine whether the throttle torque parameter is greater than the slope-stabilizing torque, if so, proceed to step 5132, if not, proceed to step 5131.

[0189] Step 5131: output the slope-stabilizing torque to maintain the slope-stabilizing state.

[0190] Step 5132: output throttle torque and exit the slope-steady state.

[0191] In this embodiment, the motor slightly changes the angle without affecting the vehicle's slope stabilization function, and the motor is protected from stalling, thereby avoiding the problem of the motor overheating and burning. At the same time, when the above-mentioned motor stall prevention measures still cannot prevent the drive motor from overheating, and the road conditions do not allow the vehicle to move forward, the slope stabilization state is exited in a timely manner, and a prompt message for exiting the slope stabilization state is output. And when the vehicle's throttle torque is greater than the slope stabilization torque, the slope stabilization state is exited in a timely manner and the driving state is entered.

[0192] Figure 6 Schematic diagram of a vehicle slope stabilization control device provided by an embodiment of the present invention, comprising:

[0193] The vehicle state acquisition module 601 is used to acquire the state parameters of the vehicle;

[0194] The slope stabilization parameter acquisition module 602 is used for inputting the target state parameter in the state parameter into the dual-degree-of-freedom controller to obtain the target slope stabilization torque parameter when it is determined that the vehicle is in a slope sliding state according to the state parameter; wherein the dual-degree-of-freedom controller includes a first sub-controller and a second sub-controller that performs negative feedback on the first sub-controller;

[0195] The slope stabilization execution module 603 is used to control the driving motor of the vehicle to output the slope stabilization torque according to the target slope stabilization torque parameter; the slope stabilization torque is used to make the vehicle enter a slope stabilization state.

[0196] On the basis of this embodiment, in other embodiments, the steadiness slope parameter acquisition module includes a first steadiness slope parameter sub-module and a second steadiness slope parameter sub-module, the first steadiness slope parameter sub-module includes the first sub-controller, the first sub-controller has a first degree of freedom parameter; the second steadiness slope parameter sub-module includes the second sub-controller, the second sub-controller has a second degree of freedom parameter; the first degree of freedom parameter is negatively correlated with the second degree of freedom parameter; the first degree of freedom parameter is used to adjust the output ratio of the first sub-controller, and the second degree of freedom parameter is used to adjust the output ratio of the second sub-controller.

[0197] On the basis of this embodiment, in other embodiments, the slope stabilization parameter acquisition module inputs the target state parameter into the first sub-controller and the second sub-controller respectively;

[0198] The first slope stabilization parameter submodule acquires a first slope stabilization torque subparameter based on the first degree of freedom parameter and the target state parameter through the first sub-controller;

[0199] The second slope stabilization parameter submodule acquires a second slope stabilization torque subparameter based on the second degree of freedom parameter and the target state parameter through the second sub-controller;

[0200] The slope stabilization parameter acquisition module obtains the target slope stabilization torque parameter according to the first slope stabilization torque sub-parameter and the second slope stabilization torque sub-parameter.

[0201] Based on this embodiment, in other embodiments, the first sub-controller includes a proportional-integral controller, which includes a first integral component and a first proportional component; the second sub-controller includes an integral-proportional controller, which includes a second proportional component; the first degree of freedom parameter is multiplied by the first proportional component and then added to the first integral component; the second degree of freedom parameter is multiplied by the second proportional component.

[0202] On the basis of this embodiment, in other embodiments, the device further includes a slope-stabilizing torque acquisition module, and the slope-stabilizing torque acquisition module multiplies the target slope-stabilizing torque parameter by a preset amplification factor to obtain the slope-stabilizing torque.

[0203] On the basis of this embodiment, in other embodiments, the vehicle state acquisition module acquires at least two parameters of the vehicle's gyroscope parameters, gear parameters, handbrake signals, accelerator pedal depth parameters, brake pedal depth parameters, and drive motor parameters;

[0204] Based on this embodiment, in other embodiments, determining that the vehicle is in a sliding slope state according to the state parameter includes:

[0205] When the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, the accelerator pedal depth parameter is lower than a preset first range, and the brake pedal depth parameter is lower than a preset second range, it is determined that the vehicle is in a sliding slope state;

[0206] Alternatively, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, the handbrake signal is in an invalid state, the accelerator pedal depth parameter is lower than the preset first range, and the brake pedal depth parameter is lower than the preset second range, it is determined that the vehicle is in a sliding slope state;

[0207] Alternatively, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, and the drive motor parameter is negative, it is determined that the vehicle is in a sliding downhill state.

[0208] Based on this embodiment, in other embodiments, the device further includes an anti-rotation blocking module;

[0209] When the vehicle enters the slope stabilizing state for a first preset time, the anti-rotation blocking module reduces the slope stabilizing torque;

[0210] When the driving motor rotates and changes position, the anti-rotation blocking module increases the slope stabilizing torque to control the vehicle to re-enter the slope stabilizing state.

[0211] Based on this embodiment, in other embodiments, the device further includes a slope stabilization timeout exit module:

[0212] After the vehicle enters the slope stabilization state, the slope stabilization timeout exit module records the slope stabilization time;

[0213] When the slope stabilization time exceeds the preset time threshold, the slope stabilization timeout exit module outputs preset slope stabilization exit reminder information, and the preset slope stabilization exit reminder information includes brake stepping reminder information and slope stabilization exit reminder information;

[0214] The slope stabilization timeout exit module obtains a brake pedal depth parameter;

[0215] When the brake pedal depth parameter exceeds a preset depth threshold, the slope stabilization timeout exit module exits the slope stabilization state.

[0216] Based on this embodiment, in other embodiments, the device further includes a throttle torque acquisition module and a comparison module;

[0217] After the vehicle enters a slope-steady state, the throttle torque acquisition module acquires a throttle torque parameter of the vehicle;

[0218] The comparison module compares the throttle torque parameter with the slope-stabilizing torque;

[0219] When the slope stabilization torque is greater than the throttle torque parameter, the slope stabilization execution module outputs the slope stabilization torque to maintain the slope stabilization state;

[0220] When the slope stabilization torque is less than the throttle torque parameter, the slope stabilization execution module outputs the throttle torque parameter and exits the slope stabilization state.

[0221] As for the above-mentioned device embodiment, since it is basically similar to the vehicle slope stabilization control method embodiment, the relevant parts can be referred to the partial description of the method embodiment.

[0222] The vehicle slope stabilization control device provided by the embodiment of the present invention determines whether the vehicle is in a sliding slope state by collecting vehicle state information. If so, a dual-degree-of-freedom controller with negative feedback is used to control the output slope stabilization torque, so that the vehicle speed is stabilized at close to 0, and the vehicle enters a slope stabilization state. The dual-degree-of-freedom controller uses a mixed proportional-integral controller and an integral-proportional controller, introduces negative feedback, and performs slope stabilization torque control by using the negatively correlated first degree-of-freedom parameter and the second degree-of-freedom parameter. When the target state parameter exceeds the target value, the larger the damping coefficient related to the second degree of freedom, the negative feedback makes the controller output smaller, suppresses system overshoot, reduces vehicle swaying, and effectively ensures the stability of the slope stabilization control. Furthermore, without affecting the vehicle's slope stabilization function, the motor slightly turns the angle to protect the motor from stalling, thereby avoiding the problem of motor overheating and burning.

[0223] The embodiment of the present invention also provides a vehicle, which is provided with the aforementioned vehicle stabilization control device. The device is used to determine whether the vehicle is in a sliding slope state by collecting vehicle state information. If so, a dual-degree-of-freedom controller with negative feedback is used to control the output stabilization torque, so that the vehicle speed is stabilized at close to 0, and the vehicle enters a stabilization slope state. The dual-degree-of-freedom controller uses a mixed proportional-integral controller and an integral-proportional controller, introduces negative feedback, and controls the stabilization slope torque by using the negatively correlated first degree-of-freedom parameter and the second degree-of-freedom parameter. When the target state parameter exceeds the target value, the larger the damping coefficient related to the second degree of freedom, the smaller the controller output is, the system overshoot is suppressed, the vehicle's swaying is reduced, and the stability of the stabilization slope control is effectively ensured. Furthermore, without affecting the vehicle's stabilization slope function, the motor slightly turns to change the angle, and the motor is protected from stalling, thereby avoiding the problem of motor overheating and burning.

[0224] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0225] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. For the embodiments of the device, electronic device, computer-readable storage medium and computer program products containing instructions, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiments.

[0226] The above description is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention are included in the protection scope of the present invention.

Claims

1. A vehicle slope control method, characterized in that: include: Get the vehicle's status parameters; When it is determined according to the state parameters that the vehicle is in a sliding slope state, the target state parameters in the state parameters are input into a dual-degree-of-freedom controller to obtain a target slope-stabilizing torque parameter; wherein the dual-degree-of-freedom controller includes a first sub-controller and a second sub-controller that performs negative feedback on the first sub-controller; the first sub-controller has a first degree-of-freedom parameter, the second sub-controller has a second degree-of-freedom parameter, and the first degree-of-freedom parameter is negatively correlated with the second degree-of-freedom parameter; the first degree-of-freedom parameter is used to adjust the output ratio of the first sub-controller, and the second degree-of-freedom parameter is used to adjust the output ratio of the second sub-controller; According to the target slope-stabilizing torque parameter, the driving motor of the vehicle is controlled to output the slope-stabilizing torque; the slope-stabilizing torque is used to make the vehicle enter a slope-stabilizing state.

2. The vehicle slope control method according to claim 1, characterized in that: The step of inputting the target state parameter in the state parameter into the dual-degree-of-freedom controller to obtain the target slope-stabilizing torque parameter comprises: inputting the target state parameters into the first sub-controller and the second sub-controller respectively; Obtaining, by the first sub-controller, a first slope-stabilizing torque sub-parameter based on the first degree of freedom parameter and the target state parameter; Acquiring, by the second sub-controller, a second slope-stabilizing torque sub-parameter based on the second degree-of-freedom parameter and the target state parameter; The target slope-stabilizing torque parameter is obtained according to the first slope-stabilizing torque sub-parameter and the second slope-stabilizing torque sub-parameter.

3. The vehicle slope control method according to claim 1 or 2, characterized in that: The first sub-controller includes a proportional-integral controller, which includes a first integral component and a first proportional component; the second sub-controller includes an integral-proportional controller, which includes a second proportional component; the first degree of freedom parameter is multiplied by the first proportional component and then added to the first integral component; the second degree of freedom parameter is multiplied by the second proportional component.

4. The vehicle slope control method according to claim 1, characterized in that: The step of controlling the driving motor of the vehicle to output the slope-stabilizing torque according to the target slope-stabilizing torque parameter comprises: The target slope-stabilizing torque parameter is multiplied by a preset amplification factor to obtain the slope-stabilizing torque.

5. The vehicle slope control method according to claim 1, characterized in that: The obtaining of the vehicle status parameters comprises: At least two parameters of the vehicle's gyroscope parameters, gear parameters, handbrake signals, accelerator pedal depth parameters, brake pedal depth parameters, and drive motor parameters are obtained.

6. The vehicle slope control method according to claim 5, characterized in that: The step of determining, according to the state parameter, that the vehicle is in a sliding slope state comprises: When the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, the accelerator pedal depth parameter is lower than a preset first range, and the brake pedal depth parameter is lower than a preset second range, it is determined that the vehicle is in a sliding slope state; Alternatively, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, the handbrake signal is in an invalid state, the accelerator pedal depth parameter is lower than the preset first range, and the brake pedal depth parameter is lower than the preset second range, it is determined that the vehicle is in a sliding slope state; Alternatively, when the gyroscope parameter indicates that the vehicle is on a slope, the gear parameter is in a driving gear, and the drive motor parameter is negative, it is determined that the vehicle is in a sliding downhill state.

7. The vehicle slope control method according to claim 4, characterized in that: Also includes: When the vehicle enters the slope stabilizing state for a first preset time, reducing the slope stabilizing torque; When the driving motor rotates and changes position, the slope-stabilizing torque is increased to control the vehicle to re-enter the slope-stabilizing state.

8. The vehicle slope control method according to claim 4, characterized in that: It also includes: After the vehicle enters the slope stabilization state, recording the slope stabilization time; When the slope stabilization time exceeds a preset time threshold, a preset slope stabilization exit reminder message is output, wherein the preset slope stabilization exit reminder message includes a brake stepping reminder message and a slope stabilization exit reminder message; Get the brake pedal depth parameter; When the brake pedal depth parameter exceeds a preset depth threshold, the slope stabilization state is exited.

9. The vehicle slope control method according to claim 4, characterized in that: Also includes: After the vehicle enters a slope-steady state, obtaining a throttle torque parameter of the vehicle; Comparing the magnitude of the throttle torque parameter and the slope stabilizing torque; When the slope-stabilizing torque is greater than the throttle torque parameter, outputting the slope-stabilizing torque to maintain the slope-stabilizing state; When the slope-stabilizing torque is less than the throttle torque parameter, the throttle torque parameter is output and the slope-stabilizing state is exited.

10. A vehicle slope control device, characterized in that: include: A vehicle status acquisition module is used to obtain the status parameters of the vehicle; A slope stabilization parameter acquisition module, for, when it is determined according to the state parameter that the vehicle is in a slope sliding state, inputting a target state parameter in the state parameter into a dual-degree-of-freedom controller to obtain a target slope stabilization torque parameter; wherein the dual-degree-of-freedom controller comprises a first sub-controller and a second sub-controller that performs negative feedback on the first sub-controller; the first sub-controller has a first degree-of-freedom parameter, the second sub-controller has a second degree-of-freedom parameter, and the first degree-of-freedom parameter is negatively correlated with the second degree-of-freedom parameter; the first degree-of-freedom parameter is used to adjust the output ratio of the first sub-controller, and the second degree-of-freedom parameter is used to adjust the output ratio of the second sub-controller; The slope stabilization execution module is used to control the driving motor of the vehicle to output the slope stabilization torque according to the target slope stabilization torque parameter; the slope stabilization torque is used to make the vehicle enter a slope stabilization state.

11. A vehicle, characterized in that: Including the vehicle slope stabilization control device as described in claim 10.

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