Vehicle pushing assistance control method, device and equipment and storage medium

Abstract

The embodiment of the invention provides a vehicle pushing assistance control method and device, equipment and a storage medium, and relates to the technical field of vehicles. The method comprises the following steps: acquiring vehicle state information of a vehicle; wherein the vehicle state information comprises the accelerator state of the vehicle and the running speed of the vehicle; under the condition that the accelerator state of the vehicle is an idle state, if the running speed of the vehicle is continuously increased from the first running speed to a second running speed, the second running speed exceeds a first pushing speed threshold value, and the duration is longer than a preset duration, the vehicle is controlled to enter a power-assisted pushing mode; and in the power-assisted pushing mode, a motor of the vehicle is controlled to provide first driving force consistent with the direction of the second driving speed for the vehicle through a speed loop control module, so that the vehicle is kept at the second driving speed. According to the method, the situation that sudden acceleration is caused due to the fact that the screwing opening degree of the accelerator is too large during manual assistance can be avoided, and therefore the safety of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular, to a method, device, equipment and storage medium for controlling the push assist of a vehicle. Background Art

[0002] With the rapid development of the technology of electric two-wheel vehicles, the push assist function has gradually become a key requirement for improving the user experience.

[0003] In the prior art, a separate assist gear button is provided. When a trigger signal of the assist gear button is received, the maximum speed of the assist gear is limited, but the user still needs to turn the throttle to perform the assist.

[0004] However, the assist control method in the prior art has at least the following technical problems: during the assist process, if the throttle is accidentally turned too much, the motor will instantaneously output a high-torque assist, and at this time, the vehicle may lose balance and fall due to sudden acceleration, so the safety of the vehicle is poor. Summary of the Invention

[0005] The present application provides a method, device, equipment and storage medium for controlling the push assist of a vehicle, which can avoid sudden acceleration of the vehicle and improve the safety of the vehicle and the user's push assist experience.

[0006] In a first aspect, the present application provides a method for controlling the push assist of a vehicle, the method comprising:

[0007] Obtain the vehicle state information of the vehicle; wherein the vehicle state information includes the throttle state of the vehicle and the driving speed of the vehicle;

[0008] When the throttle state of the vehicle is in an idle state, if the driving speed of the vehicle continuously increases from a first driving speed to a second driving speed, and the second driving speed exceeds a first push speed threshold and the duration is greater than a preset duration, then control the vehicle to enter the push assist mode;

[0009] In the push assist mode, through a speed loop control module, control the motor of the vehicle to provide a first driving force in the same direction as the second driving speed for the vehicle, so that the vehicle maintains the second driving speed;

[0010] Wherein, the stiffness coefficient of the speed loop control module is less than a preset stiffness coefficient, so as to allow the pushing external force to increase the driving speed of the vehicle to exceed the first push speed threshold.

[0011] Optionally, the vehicle state information further includes the pitch angle of the vehicle; correspondingly, the method further includes: when the throttle state of the vehicle is in an idle state and the pitch angle of the vehicle is greater than or equal to a preset pitch angle threshold, determining a first driving force in the same direction as the direction of the second driving speed through a speed loop control module, and determining a second driving force in the same direction as the direction of the second driving speed through a gravity compensation module; controlling the motor of the vehicle to output a total driving force including the first driving force and the second driving force, so that the vehicle maintains the second driving speed.

[0012] Optionally, the method further includes: if acceleration anomaly information, pitch angle anomaly information or communication anomaly information reported by the motor controller is received, canceling the second driving force; using the first driving force to keep the vehicle at the second driving speed; if anomaly information reported by the pitch angle sensor of the vehicle is received or a hardware anomaly situation of the vehicle is detected, canceling the second driving force; using the first driving force to keep the vehicle at the second driving speed.

[0013] Optionally, the method further includes: when the throttle state of the vehicle is in an idle state, if the driving speed of the vehicle increases to a third driving speed, and the third driving speed is greater than or equal to a second pushing speed threshold, controlling the vehicle to exit the assisted pushing mode; wherein, the second pushing speed threshold is greater than the first pushing speed threshold.

[0014] Optionally, the vehicle state information further includes the riding sensing information of the vehicle; wherein, the riding sensing information includes the seat occupancy state and / or the side stand state; correspondingly, when the throttle state of the vehicle is in an idle state, if the driving speed of the vehicle continuously increases from a first driving speed to a second driving speed, and the second driving speed exceeds the first pushing speed threshold and the duration is greater than a preset duration, controlling the vehicle to enter the assisted pushing mode includes: when the throttle state of the vehicle is in an idle state and the riding sensing information is in a non-riding state, if the driving speed of the vehicle continuously increases from a first driving speed to a second driving speed, and the second driving speed exceeds the first pushing speed threshold and the duration is greater than a preset duration, controlling the vehicle to enter the assisted pushing mode.

[0015] Optionally, the method further includes: after the vehicle enters the assisted pushing mode, if the vehicle meets any of the following conditions, controlling the vehicle to exit the assisted pushing mode: the driving speed of the vehicle decreases from the second driving speed and is lower than the first pushing speed threshold; a brake signal of the vehicle is received; the side stand state of the vehicle switches from the raised state to the lowered state; the seat state of the vehicle switches from the unoccupied state to the occupied state; the pitch angle of the vehicle is less than zero; the roll angle of the vehicle is greater than or equal to a preset roll angle threshold; the motor load of the vehicle meets a preset motor idling condition.

[0016] Optionally, the method further includes: if the driving speed of the vehicle decreases to be less than the first pushing speed threshold, controlling the vehicle to enter the uphill parking mode.

[0017] Optionally, the method further includes: in the uphill parking mode, controlling the vehicle to park through a position loop control module and a gravity compensation module; wherein, the position loop control module is configured to determine a third driving force of the motor to control the motor to provide a combined driving force including the second driving force and the third driving force for the vehicle, so that the vehicle parks.

[0018] Optionally, the method further includes: after the vehicle enters the uphill parking mode, if the driving speed of the vehicle increases from zero to be greater than the first pushing speed threshold, controlling the vehicle to re-enter the assisted pushing mode.

[0019] Optionally, the method further includes: in the uphill parking mode, if a brake signal of the vehicle and a trigger signal of a first preset button are received, controlling the vehicle to exit the uphill parking mode and controlling the vehicle to reverse at a preset speed; wherein, the preset speed is less than a preset reverse speed threshold.

[0020] Optionally, the method further includes: when the pitch angle of the vehicle is greater than or equal to a preset pitch angle threshold, if a trigger signal of a second preset button of the vehicle is received, controlling the vehicle to reverse at a preset speed set by the second preset button.

[0021] In a second aspect, the present application provides a vehicle push assistance control device, the device includes:

[0022] An acquisition unit, configured to acquire vehicle state information of the vehicle; wherein the vehicle state information includes the throttle state of the vehicle and the driving speed of the vehicle;

[0023] A control unit, configured to, when the throttle state of the vehicle is in an idle state, if the driving speed of the vehicle continuously increases from a first driving speed to a second driving speed, and the second driving speed exceeds a first pushing speed threshold and the duration is greater than a preset duration, control the vehicle to enter a boosting pushing mode;

[0024] A boosting pushing unit, configured to, in the boosting pushing mode, through a speed loop control module, control the motor of the vehicle to provide a first driving force in the same direction as the second driving speed for the vehicle, so that the vehicle maintains the second driving speed;

[0025] Wherein, the stiffness coefficient of the speed loop control module is less than a preset stiffness coefficient, to allow an external pushing force to increase the driving speed of the vehicle to exceed the first pushing speed threshold.

[0026] Optionally, the device is a motor controller of the vehicle.

[0027] In a third aspect, the present application provides an electronic device, including: a processor, a communication interface, and a memory, the processor is communicatively connected to the communication interface and the memory respectively;

[0028] The memory stores computer execution instructions;

[0029] The communication interface communicates and interacts with an external device;

[0030] The processor executes the computer execution instructions stored in the memory to implement the vehicle pushing assistance control method as described in any one of the first aspect.

[0031] In a fourth aspect, the present application provides a computer-readable storage medium, in which computer execution instructions are stored, and when the computer execution instructions are executed by a processor, they are used to implement the vehicle pushing assistance control method as described in any one of the first aspect.

[0032] In a fifth aspect, the present application provides a computer program product, including a computer program, and when the computer program is executed by a processor, it is used to implement the vehicle pushing assistance control method as described in any one of the first aspect.

[0033] The vehicle push - assist control method, device, equipment, and storage medium provided by this application. The method includes: obtaining the vehicle state information of the vehicle; where the vehicle state information includes the throttle state of the vehicle and the driving speed of the vehicle; when the throttle state of the vehicle is in the idle state, if the driving speed of the vehicle continuously increases from the first driving speed to the second driving speed, the second driving speed exceeds the first pushing speed threshold and the duration is greater than the preset duration, then control the vehicle to enter the assisted - pushing mode; in the assisted - pushing mode, through the speed - loop control module, control the motor of the vehicle to provide a first driving force in the same direction as the second driving speed for the vehicle, so that the vehicle maintains the second driving speed; where the stiffness coefficient of the speed - loop control module is less than the preset stiffness coefficient, to allow the pushing external force to increase the driving speed of the vehicle to exceed the first pushing speed threshold. In the embodiments of this application, in the assisted - pushing mode, the speed - loop control module can be used to control the motor of the vehicle to provide a first driving force for the vehicle, so that the vehicle maintains the second driving speed. Through the automatic - assistance method, the situation of sudden acceleration due to excessive throttle turning during manual assistance can be avoided, thus improving the safety of the vehicle; and, since the stiffness coefficient of the speed - loop control module is less than the preset stiffness coefficient, in this way, the user can change the second driving speed of the vehicle to achieve the technical effect of the vehicle moving with the person, thus improving the safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following - described drawings are some embodiments of this application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0035] Figure 1 It is a schematic diagram of the application scenario of a vehicle push - assist control method provided by an embodiment of this application;

[0036] Figure 2 It is a flowchart of a vehicle push - assist control method provided by an embodiment of this application;

[0037] Figure 3 It is a schematic diagram of the structure of a vehicle push - assist control device provided by an embodiment of this application;

[0038] Figure 4 It is a schematic diagram of the hardware structure of an electronic device provided by an embodiment of this application.

[0039] Through the above-mentioned drawings, specific embodiments of the present application have been shown, and will be described in more detail hereinafter. These drawings and textual descriptions are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. Detailed Description of Specific Embodiments

[0040] Here, exemplary embodiments will be described in detail, and examples thereof are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0041] With the rapid development of electric two-wheeler technology, the push-cart assistance function has gradually become a key requirement for enhancing the user experience. In the prior art, a dedicated assistance gear button is provided. When a trigger signal of the assistance gear button is received, the push-cart assistance mode is entered. After the vehicle enters the push-cart assistance mode, the maximum speed of this assistance gear is restricted. The user can apply assistance by turning the throttle. Among them, the magnitude of the assistance is positively correlated with the opening degree of the throttle. However, during the assistance process, if the throttle is accidentally turned too much, the motor will instantaneously output a high-torque assistance, and at this time, the vehicle may lose balance and fall due to sudden acceleration, so the safety of the vehicle is relatively poor.

[0042] Thus, it can be seen that how to improve the safety of the vehicle during the push-cart assistance process is a technical problem that urgently needs to be solved at present.

[0043] In response to the above technical problem, the inventor proposed the following technical concept: during the push-cart assistance process, by intelligently identifying the user's intention, while assisting uphill, the assistance speed is always the same as the user's walking speed, and when the person stops, the vehicle can be easily pulled to a stop, ensuring safety.

[0044] Correspondingly, the specific steps may include: First, obtain the vehicle state information of the vehicle; where the vehicle state information includes the throttle state of the vehicle and the driving speed of the vehicle. Then, when the throttle state of the vehicle is in the idle state, if the driving speed of the vehicle continuously increases from a first driving speed to a second driving speed, the second driving speed exceeds the first pushing speed threshold and the duration is greater than a preset duration, then control the vehicle to enter the assisted pushing mode. Finally, in the assisted pushing mode, through the speed loop control module, control the motor of the vehicle to provide a first driving force in the same direction as the second driving speed for the vehicle, so that the vehicle maintains the second driving speed; where the stiffness coefficient of the speed loop control module is less than a preset stiffness coefficient, to allow the pushing external force to increase the driving speed of the vehicle to exceed the first pushing speed threshold.

[0045] In an embodiment of the present application, in the assisted pushing mode, the motor of the vehicle can be controlled by a speed loop control module to provide a first driving force for the vehicle, so that the vehicle maintains a second driving speed. By means of automatic assistance, it is possible to avoid the sudden acceleration caused by excessive throttle turning during manual assistance, thereby improving the safety of the vehicle. Moreover, since the stiffness coefficient of the speed loop control module is less than a preset stiffness coefficient, the user can change the second driving speed of the vehicle to achieve the technical effect of the vehicle moving with the person, thus improving the safety of the vehicle.

[0046] The application scenario of the vehicle's cart pushing assistance control method provided by the present application will be described below. Figure 1 It is a schematic diagram of the application scenario of a vehicle's cart pushing assistance control method provided by an embodiment of the present application. As Figure 1 shown, this scenario includes: a motor controller and a motor of the vehicle. Among them, in the assisted pushing mode, the motor controller can control the motor of the vehicle to provide a first driving force for the vehicle through a speed loop control module, and the assisted speed corresponding to the first driving force can be the same as the user's walking speed. In this way, the technical effect of the vehicle moving with the person can be achieved, and the safety of the vehicle can be improved.

[0047] The technical solution of the present application and how the technical solution of the present application solves the above technical problems will be described in detail below with specific embodiments. These specific embodiments below can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below with reference to the accompanying drawings.

[0048] Figure 2 It is a flowchart of a vehicle's cart pushing assistance control method provided by an embodiment of the present application. This method can be applied to a controller in the vehicle. This controller can be a motor controller. Correspondingly, this method includes the following steps S201 to S203:

[0049] S201. Obtain the vehicle state information of the vehicle; where the vehicle state information includes the throttle state and the driving speed of the vehicle.

[0050] In some embodiments, the throttle state and the driving speed of the vehicle can be obtained through the motor controller and the speed sensor of the vehicle. Correspondingly, this step can include: obtaining the throttle opening signal of the vehicle through the motor controller, and determining the throttle state of the vehicle according to the throttle opening signal, where the throttle state of the vehicle includes an idle state and an acceleration state; and determining the current driving speed of the vehicle according to the speed sensor.

[0051] In some other embodiments, the vehicle state information further includes the pitch angle of the vehicle. In this case, this step may further include: determining the pitch angle of the vehicle through a pitch angle sensor of the vehicle. Exemplarily, the pitch angle sensor may be a gyroscope.

[0052] In some other embodiments, the vehicle state information further includes riding sensing information of the vehicle; wherein, the riding sensing information includes the seat occupancy state and / or the side stand state. In this case, this step may further include: obtaining a position signal of the side stand of the vehicle through a side stand position sensor, and determining the side stand state of the vehicle according to the position signal, wherein the side stand state of the vehicle includes a raised state and a lowered state; and obtaining a pressure signal of the seat of the vehicle through a seat pressure sensor, and determining the seat occupancy state of the vehicle according to the pressure signal, wherein the seat occupancy state of the vehicle includes an occupied state and an unoccupied state.

[0053] S202. When the throttle state of the vehicle is in the idle state, if the driving speed of the vehicle continuously increases from a first driving speed to a second driving speed, the second driving speed exceeds the first pushing speed threshold and the duration is greater than a preset duration, then control the vehicle to enter the assisted pushing mode.

[0054] In the embodiments of the present application, the values of the first pushing speed threshold and the preset duration are not specifically limited and can be set and modified as needed. Exemplarily, the first pushing speed threshold may be 0.5 km / h, 1.0 km / h, 1.2 km / h, etc. The preset duration may be 0.5 seconds, 1 second, 1.5 seconds, etc.

[0055] In some embodiments, the preset duration may also change according to the change of the driving road condition information of the vehicle. Optionally, when the driving road condition information is an uphill road, the preset duration may be 0.5 seconds; when the driving road condition information is a flat road, the preset duration may be 1 second.

[0056] Wherein, the first driving speed is the initial speed of the vehicle. The initial speed may be zero or any speed less than the first pushing speed threshold. Exemplarily, the first driving speed may be 0 km / h (corresponding to the vehicle stationary scenario), or may also be 0.2 km / h (corresponding to the scenario where the initial speed of the vehicle is relatively low).

[0057] Optionally, when the throttle state of the vehicle is in the idle state, a thrust can be applied to the vehicle to make the driving speed of the vehicle continuously increase from the first driving speed to the second driving speed. If the second driving speed exceeds the first pushing speed threshold and the duration is greater than the preset duration, then control the vehicle to enter the assisted pushing mode.

[0058] In some embodiments, to further improve the safety of the vehicle, the vehicle state information may also be combined to control the vehicle to enter the assisted pushing mode.

[0059] Optionally, the vehicle state information further includes the riding sensing information of the vehicle; wherein, the riding sensing information includes the seat occupancy state and / or the side stand state; correspondingly, this step may include: when the throttle state of the vehicle is in the idle state and the riding sensing information is in the non-riding state, if the driving speed of the vehicle continuously increases from the first driving speed to the second driving speed, the second driving speed exceeds the first pushing speed threshold and the duration is greater than the preset duration, then control the vehicle to enter the assisted pushing mode.

[0060] Wherein, the seat occupancy state includes the lifted state and the lowered state; the seat occupancy state of the vehicle includes the occupied state and the unoccupied state. Optionally, the riding sensing information being in the non-riding state includes: the seat occupancy state being in the unoccupied state and / or the side stand state being in the lifted state.

[0061] It should be noted that, to further improve the safety of the vehicle, when the riding sensing information is in the non-riding state, the throttle effect may not be responded to, and when the riding sensing information is in the riding state, the throttle twist is effective, and if not twisted, the vehicle enters the uphill stop mode. Optionally, the riding sensing information being in the riding state includes: the seat occupancy state being in the occupied state.

[0062] S203. In the assisted pushing mode, through the speed loop control module, control the motor of the vehicle to provide a first driving force in the same direction as the second driving speed for the vehicle, so that the vehicle maintains the second driving speed; wherein, the stiffness coefficient of the speed loop control module is less than the preset stiffness coefficient, so as to allow the pushing external force to increase the driving speed of the vehicle beyond the first pushing speed threshold.

[0063] In the embodiments of the present application, the driving force provided by the speed loop control module is in the same direction as the driving speed of the vehicle.

[0064] In some embodiments, the speed loop control module may adjust the output current value of the motor of the vehicle according to the second driving speed value, and by adjusting the output current value, adjust the motor torque so that the vehicle maintains the second driving speed.

[0065] It should be noted that, in order to assist in the implementation of the pushing mode, the vehicle speed is kept consistent with the pedestrian speed to achieve the technical effect of the vehicle moving with the person. After research, the inventor achieved this by setting the stiffness coefficient of the above-mentioned speed loop control module to be less than the preset stiffness coefficient. Among them, the stiffness coefficient can include multiple control parameters in the speed loop control module. For example, the speed loop control module can be implemented through PID (Proportional, Integral, Derivative control), and the stiffness coefficient can include one or more of the proportional coefficient, derivative coefficient, and integral coefficient. The larger the stiffness coefficient, the greater the external pushing force required to change the driving speed; conversely, the smaller the stiffness coefficient, the smaller the external pushing force required to change the driving speed. For a conventional electric two-wheeler, its stiffness coefficient is relatively large, and it is difficult for users to push the vehicle to make its speed exceed the vehicle's own speed.

[0066] In this way, by setting the stiffness coefficient of the speed loop control module to be less than the preset stiffness coefficient, it is possible to allow the external pushing force to increase the driving speed of the vehicle to exceed the first pushing speed threshold. At the same time, it is also possible to easily adjust the second driving speed through the external pushing force, so that the vehicle speed is kept consistent with the pedestrian speed, and then the technical effect of the vehicle moving with the person is achieved.

[0067] In the embodiment of the present application, the value of the preset stiffness coefficient is not specifically limited and can be set and modified as needed.

[0068] The embodiment of the present application provides a method for controlling the pushing assistance of a vehicle, including: obtaining the vehicle state information of the vehicle; where the vehicle state information includes the throttle state of the vehicle and the driving speed of the vehicle; when the throttle state of the vehicle is in the idle state, if the driving speed of the vehicle continuously increases from the first driving speed to the second driving speed, the second driving speed exceeds the first pushing speed threshold and the duration is greater than the preset duration, then control the vehicle to enter the assisted pushing mode; in the assisted pushing mode, through the speed loop control module, control the motor of the vehicle to provide a first driving force in the same direction as the second driving speed for the vehicle, so that the vehicle maintains the second driving speed; where the stiffness coefficient of the speed loop control module is less than the preset stiffness coefficient to allow the external pushing force to increase the driving speed of the vehicle to exceed the first pushing speed threshold. In the embodiment of the present application, in the assisted pushing mode, the motor of the vehicle can be controlled through the speed loop control module to provide a first driving force for the vehicle, so that the vehicle maintains the second driving speed. By means of automatic assistance, the situation of sudden acceleration due to excessive throttle opening during manual assistance can be avoided, thus improving the safety of the vehicle; and because the stiffness coefficient of the speed loop control module is less than the preset stiffness coefficient, in this way, the user can change the second driving speed of the vehicle to achieve the technical effect of the vehicle moving with the person, thus improving the safety of the vehicle.

[0069] In some embodiments, when the vehicle is on an uphill slope, due to the action of gravity, the vehicle is more likely to roll back than on a flat road. At this time, when the first driving force is increased for the vehicle through the speed loop control module, the second driving force can also be increased for the vehicle through the gravity compensation module.

[0070] Optionally, the vehicle state information further includes the pitch angle of the vehicle; correspondingly, the method further includes: when the throttle state of the vehicle is in the idle state and the pitch angle of the vehicle is greater than or equal to a preset pitch angle threshold, determining, through the speed loop control module, a first driving force that is consistent with the direction of the second driving speed, and determining, through the gravity compensation module, a second driving force that is consistent with the direction of the second driving speed; controlling the motor of the vehicle to output a total driving force including the first driving force and the second driving force, so that the vehicle maintains the second driving speed.

[0071] Wherein, when the pitch angle of the vehicle is greater than or equal to the preset pitch angle threshold, it is determined that the vehicle is on an uphill slope. When the pitch angle of the vehicle is less than the preset pitch angle threshold, it is determined that the vehicle is on a flat road. In the embodiments of the present application, the value of the preset pitch angle threshold is not specifically limited and can be set and modified as needed. Exemplarily, the preset pitch angle threshold can be 5 degrees, 10 degrees, 15 degrees, etc.

[0072] It should be noted that the gravity compensation module can combine the slope and the vehicle weight to determine a second driving force that is consistent with the direction of the second driving speed. Among them, the magnitude of the second driving force is consistent with the gravity received by the vehicle. Thus, when the vehicle weight is a fixed value, when the slope (i.e., the pitch angle) increases, the second driving force also increases; conversely, when the slope decreases, the second driving force also decreases. Thus, a consistent sense of ease can be maintained when pushing the vehicle.

[0073] In the embodiments of the present application, since when the vehicle is on an uphill slope, through the speed loop control module and the gravity compensation module, the motor of the vehicle is controlled to output a total driving force including the first driving force and the second driving force, so that the vehicle maintains the second driving speed and avoids the vehicle from rolling back due to gravity, the safety of the vehicle is improved.

[0074] In some embodiments, when the anomaly detection system receives an anomaly signal, the driving force output by the motor can be reduced to improve the safety of the vehicle.

[0075] Optionally, the driving force output by the motor can be reduced by canceling the second driving force. Correspondingly, the method further includes:

[0076] (1) If acceleration anomaly information, pitch angle anomaly information, or communication anomaly information reported by the motor controller is received, cancel the second driving force; use the first driving force to keep the vehicle at the second driving speed;

[0077] Optionally, the acceleration anomaly information includes: the acceleration is greater than a preset acceleration threshold. Optionally, the pitch angle anomaly information includes: the pitch angle is greater than a preset detected pitch angle threshold. Optionally, the communication anomaly information includes: the communication with the VCU (Vehicle Control Unit) is interrupted and the duration is greater than a preset communication anomaly duration.

[0078] In the embodiments of the present application, the values of the preset acceleration threshold, the preset detected pitch angle threshold, and the preset communication anomaly duration are not specifically limited and can be set and modified as needed. Exemplarily, the preset communication anomaly duration can be 2 seconds; the preset detected pitch angle threshold can be 40 degrees.

[0079] (2) If abnormal information reported by the pitch angle sensor of the vehicle is received or a hardware abnormal situation of the vehicle is detected, the second driving force is cancelled; the vehicle is maintained at the second driving speed through the first driving force.

[0080] Optionally, the hardware abnormal situation includes one or more of controller undervoltage, controller overvoltage, controller overcurrent, and motor stall fault. Optionally, the pitch angle sensor includes a gyroscope.

[0081] It should be noted that the vehicle may further include a display module. For example, the display module may be a liquid crystal display screen. Optionally, when the vehicle is abnormal, the abnormal information can be displayed through the display module to remind the user to solve the abnormal problem in time.

[0082] Exemplarily, when the vehicle cannot enter the vehicle following the person movement (zero-force pushing mode) due to hardware abnormality, a prompt message can be displayed through the liquid crystal display screen: The zero-force pushing function cannot be enabled. Please check the vehicle hardware or contact the after-sales service.

[0083] Exemplarily, when the vehicle cannot fully enable the vehicle following the person movement (zero-force pushing mode) due to abnormal gyroscope data and can only maintain the assist power on flat roads, a prompt message can be displayed through the liquid crystal display screen: The output power of zero-force pushing is limited. Please take over the vehicle in time.

[0084] Exemplarily, when in the vehicle following the person movement (zero-force pushing mode), due to hardware problems, the vehicle following the person movement (zero-force pushing mode) automatically exits. At this time, a prompt message can be displayed through the liquid crystal display screen: The zero-force pushing mode exits abnormally. Please take over the vehicle in time.

[0085] In the embodiments of the present application, in order to further improve the safety of the vehicle, the maximum assist vehicle speed can also be limited. If it exceeds, there is no assist. If the speed is below the limit range, the assist is automatically intervened.

[0086] In some embodiments, the method further includes: when the throttle state of the vehicle is in an idle state, if the traveling speed of the vehicle increases to a third traveling speed, and the third traveling speed is greater than or equal to a second pushing speed threshold, then control the vehicle to exit the assisted pushing mode; wherein, the second pushing speed threshold is greater than the first pushing speed threshold.

[0087] In the embodiments of the present application, the value of the second pushing speed threshold is not specifically limited and can be set and modified as needed. Exemplarily, the second pushing speed threshold can be 5 km / h, 6 km / h, 7 km / h, etc.

[0088] In the embodiments of the present application, after the vehicle enters the assisted pushing mode, if the vehicle meets one of the following conditions, then control the vehicle to exit the assisted pushing mode:

[0089] (1) The traveling speed of the vehicle decreases from the second traveling speed and is lower than the first pushing speed threshold.

[0090] (2) A braking signal of the vehicle is received.

[0091] (3) The side stand state of the vehicle switches from the lifted state to the lowered state.

[0092] (4) The seat state of the vehicle switches from the unoccupied state to the occupied state.

[0093] (5) The pitch angle of the vehicle is less than zero.

[0094] Wherein, the pitch angle of the vehicle being less than zero generally indicates that the vehicle is currently in a downhill state.

[0095] (6) The roll angle of the vehicle is greater than or equal to a preset roll angle threshold.

[0096] Wherein, the roll angle of the vehicle being greater than or equal to the preset roll angle threshold generally indicates that the vehicle is toppled or about to topple.

[0097] In the embodiments of the present application, the value of the preset roll angle threshold is not specifically limited and can be set and modified as needed. Exemplarily, the preset roll angle threshold can be 30 degrees, 35 degrees, 40 degrees, etc.

[0098] (7) The motor load of the vehicle meets the preset motor idling condition.

[0099] Optionally, the preset motor idling condition can be that the motor load of the vehicle is less than the motor idling load threshold; or it can be that the motor load of the vehicle is less than the motor idling load threshold and the duration is greater than the preset idling duration.

[0100] In the embodiments of the present application, the values of the no-load threshold of the motor and the preset no-load duration are not specifically limited and can be set and modified as needed. Exemplarily, the no-load threshold of the motor can be 10 watts, 15 watts, 20 watts, etc.; the preset no-load duration can be 15 seconds, 20 seconds, 30 seconds, etc.

[0101] In the embodiments of the present application, in order to further improve the safety of the vehicle, when the vehicle is pulled to a stop in the uphill state, the vehicle does not exit the vehicle-following mode, and the vehicle remains stationary without rolling back.

[0102] In some embodiments, the method further includes: if the traveling speed of the vehicle decreases to less than the first pushing speed threshold, controlling the vehicle to enter the uphill parking mode.

[0103] Optionally, in the uphill parking mode, the vehicle is parked by controlling the position loop control module and the gravity compensation module; wherein, the position loop control module is used to determine the third driving force of the motor to control the motor to provide a combined driving force including the second driving force and the third driving force for the vehicle to park the vehicle.

[0104] In some embodiments, in the uphill parking mode, if the vehicle is pushed continuously, the continuous assistance will start automatically. Optionally, the method further includes: after the vehicle enters the uphill parking mode, if the traveling speed of the vehicle increases from zero to greater than the first pushing speed threshold, controlling the vehicle to re-enter the assisted pushing mode.

[0105] In some embodiments, the uphill parking mode can also be exited manually. At this time, in order to prevent the vehicle from rolling back quickly, the vehicle can be controlled to reverse at a preset speed. Accordingly, the method further includes: in the uphill parking mode, if the brake signal of the vehicle and the trigger signal of the first preset button are received, controlling the vehicle to exit the uphill parking mode and controlling the vehicle to reverse at a preset speed; wherein, the preset speed is less than the preset reverse speed threshold.

[0106] The first preset button can be a button with an independent function on the vehicle. For example, the first preset button is the slow roll-back button. Optionally, the first preset button can also be other existing buttons on the vehicle. For example, the first preset button can be the cruise button.

[0107] In the embodiments of the present application, the preset reverse speed threshold is not specifically limited and can be set and modified as needed. Exemplarily, the preset reverse speed threshold can be 0.5 km / h, 1.0 km / h, 1.2 km / h, etc.

[0108] Here, since the vehicle is controlled to reverse at a preset speed when exiting the uphill parking mode, preventing the vehicle from rolling back quickly, the safety of the vehicle is further improved.

[0109] It should be noted that when the vehicle is going uphill, the vehicle can also be actively controlled to reverse at a preset speed. Optionally, the method further includes: when the pitch angle of the vehicle is greater than or equal to a preset pitch angle threshold, if a trigger signal of a second preset button of the vehicle is received, controlling the vehicle to reverse at a preset speed set by the second preset button.

[0110] Optionally, in order to avoid the user accidentally triggering the second preset button, when the pitch angle of the vehicle is greater than or equal to a preset pitch angle threshold, if a trigger signal of the second preset button of the vehicle is received and the duration is greater than a preset reverse duration threshold, controlling the vehicle to reverse at a preset speed set by the second preset button.

[0111] Wherein, the second preset button can be a button with an independent function on the vehicle. For example, the second preset button is a slow rolling button. Optionally, the second preset button can also be other existing buttons on the vehicle. For example, the second preset button can be a cruise button.

[0112] In the embodiments of the present application, the preset reverse duration threshold is not specifically limited and can be set and modified as needed. Exemplarily, the preset reverse duration threshold can be 2 seconds, 2.5 seconds, 3 seconds, etc.

[0113] In the embodiments of the present disclosure, since when the vehicle is going uphill, the user can actively control the vehicle to reverse at a preset speed, the flexibility of the vehicle control method is improved.

[0114] Figure 3 The following is a schematic structural diagram of a vehicle's push assist control device provided by an embodiment of the present application. As Figure 3 shown, the device includes: an acquisition unit 301, a control unit 302, and an assist push unit 303.

[0115] The acquisition unit 301 is used to acquire the vehicle state information of the vehicle; wherein the vehicle state information includes the throttle state of the vehicle and the driving speed of the vehicle;

[0116] The control unit 302 is used to, when the throttle state of the vehicle is in an idle state, if the driving speed of the vehicle continuously increases from a first driving speed to a second driving speed, and the second driving speed exceeds a first push speed threshold and the duration is greater than a preset duration, controlling the vehicle to enter the assist push mode;

[0117] The assisting propulsion unit 303 is used to control the motor of the vehicle to provide a first driving force in the same direction as the second driving speed for the vehicle in the assisting propulsion mode through the speed loop control module, so that the vehicle maintains the second driving speed; wherein, the stiffness coefficient of the speed loop control module is less than a preset stiffness coefficient to allow the propulsion external force to increase the driving speed of the vehicle beyond the first propulsion speed threshold.

[0118] Optionally, the vehicle state information further includes the pitch angle of the vehicle; correspondingly, the assisting propulsion unit 303 is further used to determine a first driving force in the same direction as the second driving speed through the speed loop control module and determine a second driving force in the same direction as the second driving speed through the gravity compensation module when the throttle state of the vehicle is in the idle state and the pitch angle of the vehicle is greater than or equal to a preset pitch angle threshold; control the motor of the vehicle to output a total driving force including the first driving force and the second driving force, so that the vehicle maintains the second driving speed.

[0119] Optionally, the device further includes: an abnormality detection module; the abnormality detection module is used to cancel the second driving force if it receives acceleration abnormality information, pitch angle abnormality information or communication abnormality information reported by the motor controller; make the vehicle maintain the second driving speed through the first driving force; if it receives the abnormality information reported by the pitch angle sensor of the vehicle or detects that the vehicle has a hardware abnormality, cancel the second driving force; make the vehicle maintain the second driving speed through the first driving force.

[0120] Optionally, the assisting propulsion unit 303 is further used to control the vehicle to exit the assisting propulsion mode when the driving speed of the vehicle increases to a third driving speed, and the third driving speed is greater than or equal to a second propulsion speed threshold when the throttle state of the vehicle is in the idle state; wherein, the second propulsion speed threshold is greater than the first propulsion speed threshold.

[0121] Optionally, the vehicle state information further includes the riding sensing information of the vehicle; wherein, the riding sensing information includes the seat occupancy state and / or the side stand state; correspondingly, when the throttle state of the vehicle is in the idle state, if the driving speed of the vehicle continuously increases from a first driving speed to a second driving speed, and the second driving speed exceeds a first pushing speed threshold and the duration is greater than a preset duration, the assisting pushing unit 303 controls the vehicle to enter the assisting pushing mode, including: when the throttle state of the vehicle is in the idle state and the riding sensing information is in the non-riding state, if the driving speed of the vehicle continuously increases from a first driving speed to a second driving speed, and the second driving speed exceeds a first pushing speed threshold and the duration is greater than a preset duration, the assisting pushing unit 303 controls the vehicle to enter the assisting pushing mode.

[0122] Optionally, after the vehicle enters the assisting pushing mode, the assisting pushing unit 303 is further configured to control the vehicle to exit the assisting pushing mode if the vehicle meets one of the following conditions: the driving speed of the vehicle decreases from the second driving speed and is lower than the first pushing speed threshold; a brake signal of the vehicle is received; the side stand state of the vehicle switches from the raised state to the lowered state; the seat state of the vehicle switches from the unoccupied state to the occupied state; the pitch angle of the vehicle is less than zero; the roll angle of the vehicle is greater than or equal to a preset roll angle threshold; the motor load of the vehicle meets a preset motor idling condition.

[0123] Optionally, if the driving speed of the vehicle decreases to be less than the first pushing speed threshold, the assisting pushing unit 303 is further configured to control the vehicle to enter the uphill parking mode.

[0124] Optionally, in the uphill parking mode, the assisting pushing unit 303 is further configured to control the parking of the vehicle through a position loop control module and a gravity compensation module; wherein, the position loop control module is configured to determine a third driving force of the motor to control the motor to provide a combined driving force including the second driving force and the third driving force for the vehicle so that the vehicle parks.

[0125] Optionally, after the vehicle enters the uphill parking mode, if the driving speed of the vehicle increases from zero to be greater than the first pushing speed threshold, the assisting pushing unit 303 is further configured to control the vehicle to re-enter the assisting pushing mode.

[0126] Optionally, in the uphill parking mode, if a brake signal of the vehicle and a trigger signal of a first preset button are received, the assisting pushing unit 303 is further configured to control the vehicle to exit the uphill parking mode and control the vehicle to reverse at a preset speed; wherein, the preset speed is less than a preset reverse speed threshold.

[0127] Optionally, the assisting push unit 303 is further configured to, when the pitch angle of the vehicle is greater than or equal to a preset pitch angle threshold, if a trigger signal of a second preset button of the vehicle is received, control the vehicle to reverse at a preset speed set by the second preset button.

[0128] This application provides a cart-pushing assistance control device for a vehicle. In the assisting push mode, the motor of the vehicle can be controlled by a speed loop control module to provide a first driving force for the vehicle, so that the vehicle maintains a second driving speed. By means of automatic assistance, the situation of sudden acceleration due to excessive throttle turning during manual assistance can be avoided, thus improving the safety of the vehicle. Moreover, since the stiffness coefficient of the speed loop control module is less than a preset stiffness coefficient, the user can change the second driving speed of the vehicle to achieve the technical effect of the vehicle moving with the person, thus improving the safety of the vehicle.

[0129] The cart-pushing assistance control device for a vehicle provided in the embodiments of this application can execute the cart-pushing assistance control method for a vehicle in the foregoing method embodiments. The implementation principles and technical effects are similar and will not be elaborated here.

[0130] Figure 4 It is a schematic structural diagram of an electronic device provided in an embodiment of this application. The electronic device is used to execute the foregoing cart-pushing assistance control method for a vehicle. As Figure 4 shown, the electronic device 400 may include: at least one processor 401, a memory 402. In a possible implementation manner, a communication interface 403 may further be included.

[0131] The memory 402 is used to store a program. Specifically, the program may include program code, and the program code includes computer operation instructions.

[0132] The memory 402 may include a high-speed RAM memory, and may also include a non-volatile memory, such as at least one disk memory.

[0133] The processor 401 is configured to execute the computer execution instructions stored in the memory 402 to implement the method described in the foregoing method embodiments. The processor 401 may be a CPU, or a specific integrated circuit (Application Specific Integrated Circuit, abbreviated as ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0134] Optionally, the processor 401 can communicate and interact with external devices through the communication interface 403. When the electronic device is a device or a cloud platform for providing operation instructions to intelligent operation devices, the external devices mentioned here can be, for example, intelligent operation devices.

[0135] In specific implementation, if the communication interface 403, the memory 402, and the processor 401 are implemented independently, the communication interface 403, the memory 402, and the processor 401 can be interconnected through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc., but it does not mean that there is only one bus or one type of bus.

[0136] Optionally, in specific implementation, if the communication interface 403, the memory 402, and the processor 401 are integrated on a chip, the communication interface 403, the memory 402, and the processor 401 can complete communication through an internal interface.

[0137] This application also provides a computer-readable storage medium, which can include: various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories (ROM), random access memories (RAM), magnetic disks, or optical discs, etc. Specifically, program instructions are stored in the computer-readable storage medium, and the program instructions are used for the methods in the foregoing embodiments.

[0138] This application also provides a program product, which includes execution instructions stored in a readable storage medium. At least one processor of the computing device can read the execution instructions from the readable storage medium, and the at least one processor executes the execution instructions to enable the computing device to implement the above-mentioned cart assist control method for vehicles.

[0139] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for controlling the cart assist of a vehicle, characterized in that, The method includes: Obtaining vehicle state information of the vehicle; wherein the vehicle state information includes the throttle state of the vehicle and the driving speed of the vehicle; When the throttle state of the vehicle is in an idle state, if the driving speed of the vehicle continuously increases from a first driving speed to a second driving speed, the second driving speed exceeds a first pushing speed threshold and the duration is greater than a preset duration, then control the vehicle to enter a power-assisted pushing mode; In the power-assisted pushing mode, through a speed loop control module, control the motor of the vehicle to provide a first driving force in the same direction as the second driving speed for the vehicle, so that the vehicle maintains the second driving speed; Wherein, the stiffness coefficient of the speed loop control module is less than a preset stiffness coefficient, so as to allow the pushing external force to increase the driving speed of the vehicle to exceed the first pushing speed threshold.

2. The cart boosting control method according to claim 1, wherein The vehicle state information further includes the pitch angle of the vehicle; correspondingly, the method further includes: When the throttle state of the vehicle is in an idle state and the pitch angle of the vehicle is greater than or equal to a preset pitch angle threshold, determine a first driving force in the same direction as the second driving speed through a speed loop control module, and determine a second driving force in the same direction as the second driving speed through a gravity compensation module; Control the motor of the vehicle to output a total driving force including the first driving force and the second driving force, so that the vehicle maintains the second driving speed.

3. The cart boosting control method according to claim 2, wherein The method further includes: If acceleration anomaly information, pitch angle anomaly information or communication anomaly information reported by the motor controller is received, cancel the second driving force; use the first driving force to make the vehicle maintain the second driving speed; If anomaly information reported by the pitch angle sensor of the vehicle is received or a hardware anomaly situation of the vehicle is detected, cancel the second driving force; use the first driving force to make the vehicle maintain the second driving speed.

4. The cart boosting control method according to claim 1, characterized in that, The method further includes: When the throttle state of the vehicle is in an idle state, if the driving speed of the vehicle increases to a third driving speed, the third driving speed is greater than or equal to a second pushing speed threshold, then control the vehicle to exit the power-assisted pushing mode; wherein, the second pushing speed threshold is greater than the first pushing speed threshold.

5. The cart boosting control method according to claim 1, wherein The vehicle state information further includes riding sensing information of the vehicle; wherein, the riding sensing information includes seat occupancy status and / or side stand status; Correspondingly, when the throttle state of the vehicle is in an idle state, if the driving speed of the vehicle continuously increases from a first driving speed to a second driving speed, the second driving speed exceeds a first pushing speed threshold and the duration is greater than a preset duration, then controlling the vehicle to enter a power-assisted pushing mode includes: When the throttle state of the vehicle is in an idle state and the riding sensing information is in a non-riding state, if the driving speed of the vehicle continuously increases from a first driving speed to a second driving speed, the second driving speed exceeds a first pushing speed threshold and the duration is greater than a preset duration, then control the vehicle to enter a power-assisted pushing mode.

6. The cart boosting control method according to claim 1, characterized in that The method further includes: After the vehicle enters the assisted pushing mode, if the vehicle meets one of the following conditions, the vehicle is controlled to exit the assisted pushing mode: The driving speed of the vehicle decreases from the second driving speed and is lower than the first pushing speed threshold; A brake signal of the vehicle is received; The side stand state of the vehicle switches from the raised state to the lowered state; The seat state of the vehicle switches from the unoccupied state to the occupied state; The pitch angle of the vehicle is less than zero; The roll angle of the vehicle is greater than or equal to a preset roll angle threshold; The motor load of the vehicle meets the preset motor idling condition.

7. The cart boosting control method according to claim 2, wherein The method further includes: If the driving speed of the vehicle decreases to be less than the first pushing speed threshold, the vehicle is controlled to enter the uphill parking mode.

8. The cart boosting control method according to claim 7, wherein The method further includes: In the uphill parking mode, the vehicle is controlled to park through the position loop control module and the gravity compensation module; wherein, the position loop control module is used to determine the third driving force of the motor to control the motor to provide a combined driving force including the second driving force and the third driving force for the vehicle so that the vehicle parks.

9. The cart assist control method according to claim 7 or 8, characterized in that, The method further includes: After the vehicle enters the uphill parking mode, if the driving speed of the vehicle increases from zero to be greater than the first pushing speed threshold, the vehicle is controlled to re-enter the assisted pushing mode.

10. The cart boosting control method according to claim 7 or 8, characterized in that, The method further includes: In the uphill parking mode, if a brake signal of the vehicle and a trigger signal of the first preset button are received, the vehicle is controlled to exit the uphill parking mode and the vehicle is controlled to reverse at a preset speed; wherein, the preset speed is less than the preset reverse speed threshold.

11. The cart boosting control method according to claim 6, wherein The method further includes: When the pitch angle of the vehicle is greater than or equal to a preset pitch angle threshold, if a trigger signal of the second preset button of the vehicle is received, the vehicle is controlled to reverse at the preset speed set by the second preset button.

12. A cart assist control device for a vehicle, characterized in that, The device includes: An acquisition unit, configured to acquire vehicle state information of the vehicle; wherein the vehicle state information includes the throttle state of the vehicle and the driving speed of the vehicle; A control unit, configured to, when the throttle state of the vehicle is in the idle state, if the driving speed of the vehicle continuously increases from the first driving speed to the second driving speed, the second driving speed exceeds the first pushing speed threshold and the duration is greater than a preset duration, control the vehicle to enter the assisted pushing mode; An assisted pushing unit, configured to, in the assisted pushing mode, control the motor of the vehicle to provide a first driving force in the same direction as the second driving speed for the vehicle through a speed loop control module so that the vehicle maintains the second driving speed; Wherein, the stiffness coefficient of the speed loop control module is less than a preset stiffness coefficient to allow the pushing external force to increase the driving speed of the vehicle to exceed the first pushing speed threshold.

13. The cart assist control device for a vehicle according to claim 12, characterized in that, The device is a motor controller of the vehicle.

14. An electronic device, characterized in that, Including: A processor, a communication interface and a memory, the processor is respectively communicatively connected with the communication interface and the memory; The memory stores computer execution instructions; The communication interface communicates with external devices; The processor executes the computer-executable instructions stored in the memory to implement the push assist control method for a vehicle as described in any one of claims 1-11.

15. A computer-readable storage medium, characterized in that, Computer-executable instructions are stored in the computer-readable storage medium, and when the computer-executable instructions are executed by a processor, they are used to implement the push assist control method for a vehicle as described in any one of claims 1 to 11.

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