A method, system and terminal for preventing vehicle rollback when climbing hills.

Abstract

This application relates to a vehicle anti-rollback control method, system, and terminal for climbing slopes, belonging to the technical field of vehicle control. The anti-rollback control method includes: reading the physical position state of a three-position self-locking knob; when the driver's current selected mode is forward, acquiring the slope angle of the target slope and calculating the reference resistance torque to prevent backward roll, combined with the vehicle's inherent properties; converting the reference resistance torque into the basic output displacement required by the hydraulic system; acquiring the accelerator pedal opening and mapping it to the driving demand displacement required by the driver; acquiring the brake pedal travel and calculating the braking demand displacement for safe braking; acquiring the real-time engine speed and calculating the protective displacement; selecting the minimum value from the protective displacement, braking demand displacement, and driving demand displacement, and selecting the maximum value from the minimum value and the basic output displacement as the final output displacement of the pump. This application has the beneficial effect of combining the actual vehicle state and being applicable to anti-rollback on different slopes.

Description

Technical Field

[0001] This application relates to the technical field of vehicle control, and in particular to a method, system and terminal for preventing vehicle rollback when climbing hills. Background Technology

[0002] In daily vehicle use, hill climbing is a common operating condition. However, during hill climbing, especially on steep inclines, vehicles are at risk of rolling backward due to gravity. Rolling backward not only affects the safety of the driver and passengers but can also threaten vehicles and pedestrians behind, potentially causing traffic accidents. This is especially true in urban traffic, with frequent uphill and downhill sections and stop-and-go traffic congestion, making the issue of preventing vehicles from rolling backward on slopes particularly important. Therefore, how to effectively prevent vehicles from rolling backward while climbing hills has always been a key focus in the field of automotive engineering.

[0003] Currently, the most common vehicle anti-rollover technologies on the market are the Electronic Parking Brake (EPB) system and the Hill Start Assist (HSA) system. The EPB system controls the parking brake through an electronic control unit. When the vehicle is parked on a slope, the system automatically applies braking force to prevent it from rolling. When starting the vehicle, the driver only needs to press the accelerator pedal, and the system automatically releases the braking force. The Hill Start Assist system automatically maintains the brake for a period of time when the vehicle is starting on a slope, giving the driver enough time to switch from the brake pedal to the accelerator pedal, preventing the vehicle from rolling away during start-up. In addition, some vehicles also use hydraulic braking systems, which use a hydraulic pump to provide braking force to prevent the vehicle from rolling away.

[0004] While existing electronic parking brake systems and hill start assist systems can prevent vehicles from rolling back to some extent, they share a common drawback: a lack of precise adaptability to different slopes and actual vehicle conditions. Summary of the Invention

[0005] In order to adapt to the actual condition of the vehicle and to prevent slippage on different slopes, this application provides a vehicle slippage prevention control method, system and terminal for climbing slopes.

[0006] Firstly, this application provides a method for preventing vehicle rollback during hill climbing, employing the following technical solution:

[0007] A method for preventing vehicle rollback while climbing a slope includes:

[0008] Read the physical position status of the three-position self-locking knob;

[0009] When it is determined that the current mode selected by the driver is forward, the slope angle of the target slope is obtained, and the reference resistance torque to prevent backward roll is calculated in combination with the inherent properties of the vehicle.

[0010] The reference resistance torque is converted into the basic output displacement required by the hydraulic system.

[0011] Obtain the accelerator pedal opening and map it to the engine displacement required by the driver.

[0012] Obtain the brake pedal travel and calculate the required braking displacement for safe braking;

[0013] Obtain the engine's real-time speed and calculate the protective displacement;

[0014] The minimum value is selected from the protective displacement, the braking demand displacement, and the driving demand, and the maximum value is selected from the minimum value and the basic output displacement as the final output displacement of the pump.

[0015] By adopting the above technical solution, the system calculates the reference resistance torque to prevent rollback by obtaining the slope angle of the target slope and combining it with the inherent properties of the vehicle. This allows for precise adaptation to specific road conditions and the vehicle's own characteristics, providing accurate basic data for subsequent control and avoiding problems such as rollback or excessive braking due to inaccurate calculations. Converting the reference resistance torque into the basic output displacement required by the hydraulic system effectively matches the hydraulic system, ensuring it provides appropriate power to resist rollback. Simultaneously, mapping the accelerator pedal opening to the driving demand displacement, calculating the braking demand displacement based on the brake pedal travel, and calculating the protective displacement based on the real-time engine speed comprehensively considers the driver's operating intentions, braking safety requirements, and engine operating status, enabling the system to adjust flexibly. When determining the final pump displacement, the minimum value is selected from the protective displacement, braking demand displacement, and driving demand, and then the maximum value is selected from this minimum value and the basic output displacement. This multi-factor comprehensive approach satisfies both the driver's driving needs and fully ensures vehicle safety. When the driver has a significant acceleration demand, if the engine speed is too high or the brake pedal requires braking, the system will prioritize safety factors; during normal driving, it also ensures the vehicle has sufficient power to climb hills and prevent rollback. Incorporating the calculation of braking demand displacement into the selection process ensures sufficient braking force is provided promptly when the vehicle needs to brake, ensuring safe stopping or deceleration and preventing rollover accidents. Calculating protective displacement based on real-time engine speed prevents abnormal engine operation, protecting its normal operation and improving system stability and reliability. Furthermore, this method achieves coordinated control of various vehicle systems, allowing the hydraulic system, engine, and braking system to work together, improving overall vehicle performance and safety, and reducing the risk of malfunctions and accidents caused by system incoordination.

[0016] Optionally, the step after converting the reference resistance torque into the basic output displacement required by the hydraulic system further includes:

[0017] Determine whether the basic output displacement is greater than the maximum displacement of the hydraulic system;

[0018] If so, an audible and visual alarm will be triggered, and the driver will be required or assisted to apply the mechanical brakes.

[0019] The hydraulic system directly outputs the maximum displacement.

[0020] By adopting the above technical solution, if the hydraulic system cannot provide sufficient braking force during the vehicle's ascent, a backward roll is highly likely, posing a serious threat to the occupants and the surrounding environment. Triggering the audible and visual alarms and initiating mechanical braking measures rapidly increases the vehicle's braking capacity, preventing backward roll and significantly improving vehicle safety during ascent. Simultaneously, the hydraulic system directly outputs its maximum displacement, providing maximum power support within its capacity. Combined with mechanical braking, this further enhances the vehicle's ability to resist backward roll, providing dual protection for safe ascent.

[0021] Optionally, the steps of obtaining the brake pedal travel and calculating the braking displacement required for safe braking include:

[0022] Obtain the brake pedal travel and determine if it exceeds a first set value;

[0023] If so, then based on the required displacement for driving, the first set value, and the second set value, calculate the braking reduction amount, and obtain the difference between the required displacement for driving and the braking reduction amount; the second set value is less than the first set value;

[0024] If not, then calculate the braking reduction amount based on the driving demand displacement and the first set value, and obtain the difference between the driving demand displacement and the braking reduction amount;

[0025] Choose the maximum value between 0 and the difference as the braking displacement requirement.

[0026] By adopting the above technical solution, this step enables the braking system to flexibly adjust the braking force according to changes in the brake pedal travel. When the brake pedal travel changes, the system can promptly adjust the braking demand to match the vehicle's braking effect with the driver's expectations, avoiding situations where the braking force is too large or too small. This helps improve driving comfort, better prevents the vehicle from rolling backward, and ensures the safety of the occupants.

[0027] Optionally, the anti-rollover control method further includes:

[0028] Obtain the initial and real-time thickness of the brake pads;

[0029] The first set value is corrected based on the real-time thickness, the initial thickness, and the set minimum alarm thickness.

[0030] By adopting the above technical solution, brake pads gradually wear down during use, and changes in their thickness directly affect braking performance. As the brake pad thickness decreases, the braking effect gradually deteriorates. By acquiring the initial and real-time thickness of the brake pads and adjusting the first set value based on a predetermined minimum alarm thickness, the impact of brake pad wear, a key factor, on the braking system can be fully considered. When the brake pads wear to a certain extent, the system can promptly adjust the first set value to ensure that the braking system provides reliable braking force under different brake pad conditions. Regardless of whether the brake pads are new or worn, the vehicle's braking performance remains relatively stable, avoiding fluctuations in braking effect caused by brake pad wear. This not only improves vehicle safety but also enhances the driver's confidence in the vehicle's braking performance, making the driving experience more stable and reliable.

[0031] Optionally, the anti-rollover control method further includes:

[0032] Obtain the road surface friction coefficient and determine whether it is less than the friction threshold;

[0033] If so, the rate of change of the final output displacement will be limited to ±A;

[0034] If not, the rate of change of the final output displacement will be limited to ±B; the value of B is greater than the value of A.

[0035] By adopting the above technical solutions, a stable output displacement change rate helps improve the reliability of the vehicle's powertrain and control systems. Furthermore, by reasonably limiting the system based on the road surface friction coefficient, it can ensure stable operation under various road conditions, reducing the probability of system failures and guaranteeing vehicle driving safety and stability.

[0036] Optionally, the anti-rollover control method further includes:

[0037] Obtain environmental data of the vehicle's location;

[0038] Based on the environmental data, the road surface friction coefficient is corrected;

[0039] The friction threshold is updated based on the corrected road surface friction coefficient.

[0040] By adopting the above technical solution, and by acquiring environmental data and correcting the road surface friction coefficient accordingly, the actual road surface conditions can be reflected more accurately. This allows anti-rollover control to be based on more precise parameters, avoiding control deviations caused by neglecting environmental factors, and thus more effectively preventing vehicle rollover. Dynamically updating the friction threshold ensures that the system can accurately determine whether the road surface conditions meet safety requirements under various environments, and then adopt appropriate control strategies, such as adjusting the output displacement change rate, thereby improving the accuracy and adaptability of anti-rollover control.

[0041] Optionally, the steps prior to converting the reference resistance torque into the base output displacement required by the hydraulic system include:

[0042] Acquire real-time load distribution data and center of gravity position information of the vehicle, and calculate the center of gravity position offset;

[0043] Calculate the dynamic adhesion correction coefficient for the rear wheels of the vehicle based on the aforementioned center of gravity offset.

[0044] Multiply the correction coefficient by the reference resistance torque to generate the anti-slippage dynamic resistance torque;

[0045] The anti-slippage dynamic resistance torque is converted into the basic output displacement required by the hydraulic system;

[0046] When the vehicle is detected to be climbing a curve, a lateral anti-skid compensation component is superimposed on the dynamic resistance torque based on the steering wheel angle and lateral acceleration.

[0047] By adopting the above technical solution, traditional anti-slip control only considers the longitudinal slope, ignoring the impact of uneven load distribution (such as cargo misalignment or passenger displacement) on the rear wheel adhesion caused by changes in the vehicle's center of gravity. By acquiring load distribution and center of gravity position in real time and dynamically correcting the reference resistance torque, the control accuracy under complex loading conditions is significantly improved.

[0048] For high-risk scenarios such as climbing curves and hills (e.g., mountain roads), a lateral anti-skid compensation component is introduced. When the vehicle turns on an incline, the system automatically coordinates longitudinal anti-roll and lateral anti-skid requirements to avoid skidding accidents caused by excessive control in one direction. For example, when turning right uphill, the compensation component will prioritize increasing the braking force on the left rear wheel to counteract the tendency of the right wheel to lift due to centrifugal force, achieving combined longitudinal and lateral stability control.

[0049] Secondly, this application provides a vehicle anti-rollback control system for climbing slopes, which adopts the following technical solution:

[0050] A vehicle anti-rollover control system for climbing hills includes:

[0051] The walking mode determination module is used to read the physical position status of the three-speed self-locking knob and determine the gear, which includes forward, reverse, and neutral.

[0052] The data acquisition module is used to acquire the slope angle of the target slope, the accelerator pedal opening, the brake pedal travel, and the real-time engine speed when it is determined that the current mode selected by the driver is forward.

[0053] The data processing module is used to calculate the reference resistance torque to prevent backward roll based on the slope angle and the inherent properties of the vehicle, and convert the reference resistance torque into the basic output displacement required by the hydraulic system; to map the accelerator pedal opening to the driving demand displacement required by the driver; to calculate the braking demand displacement for safe braking based on the brake pedal travel; and to calculate the protective displacement based on the real-time speed.

[0054] The displacement adjustment module is used to select the minimum value from the protective displacement, the braking demand displacement, and the driving demand, and to select the maximum value from the minimum value and the basic output displacement as the final output displacement of the pump.

[0055] Thirdly, this application provides a terminal that adopts the following technical solution:

[0056] A terminal, comprising:

[0057] The memory contains the vehicle's anti-rollback control program for climbing hills;

[0058] A processor is used to execute a program stored in the memory to implement the steps of the above-described vehicle hill-climbing anti-rollover control method.

[0059] In summary, this application has at least the following beneficial effects:

[0060] By mapping accelerator pedal opening to driving demand displacement, calculating braking demand displacement based on brake pedal travel, and calculating protective displacement based on real-time engine speed, the system comprehensively considers driver intentions, braking safety requirements, and engine operating status, enabling flexible adjustments. When determining the final pump displacement, the minimum value is selected from protective displacement, braking demand displacement, and driving demand; then, the maximum value is selected from this minimum value and the base output displacement. This multi-factor approach satisfies both driver needs and ensures vehicle safety. When the driver has a significant acceleration demand, if the engine speed is too high or the brake pedal requires braking, the system prioritizes safety factors; during normal driving, it also ensures sufficient power for climbing hills and preventing rollback. Incorporating braking demand displacement calculation into the selection process ensures timely provision of sufficient braking force when braking is required, ensuring safe stopping or deceleration and preventing rollback accidents. Calculating protective displacement based on real-time engine speed prevents abnormal engine operation, protects its normal operation, and improves system stability and reliability. In addition, this method enables coordinated control of various vehicle systems, allowing the hydraulic system, engine, braking system, etc. to work together, thereby improving the overall performance and safety of the vehicle and reducing the risk of malfunctions and accidents caused by system incoordination. Attached Figure Description

[0061] Figure 1 This is a first flowchart of an embodiment of the method of this application;

[0062] Figure 2 This is a second flowchart of an embodiment of the method of this application;

[0063] Figure 3 This is a third flowchart of an embodiment of the method of this application;

[0064] Figure 4 This is the fourth flowchart of an embodiment of the method of this application. Detailed Implementation

[0065] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the appendices in the embodiments of the present invention will be described below. Figure 1 -Appendix Figure 4 The technical solutions in the embodiments of the present invention are clearly and completely described herein. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0066] The first embodiment of this application discloses a method for preventing vehicle rollback when climbing a hill. (Refer to...) Figure 1 The anti-runaway control method may include S110-S170:

[0067] S110, read the physical position status of the three-position self-locking knob;

[0068] S120: When it is determined that the current mode selected by the driver is forward, the slope angle of the target slope is obtained, and the reference resistance torque to prevent backward roll is calculated in combination with the inherent properties of the vehicle.

[0069] S130 converts the reference resistance torque into the basic output displacement required by the hydraulic system;

[0070] S140, obtain the accelerator pedal opening and map it to the displacement required by the driver.

[0071] S150, obtain the brake pedal travel and calculate the braking displacement required for safe braking;

[0072] S160, obtains the engine's real-time speed and calculates the protective displacement;

[0073] S170 selects the minimum value from the protective displacement, braking demand displacement, and driving demand displacement, and selects the maximum value from the minimum value and the basic output displacement as the pump's final output displacement.

[0074] Specifically, firstly, the physical position of the three-position self-locking knob is read by a Hall sensor or photoelectric encoder to determine the driver's selected forward, reverse, or neutral mode. When forward mode is selected, the anti-rollback control logic is activated. At this time, the slope angle of the target slope is measured by the vehicle's dual-axis tilt sensor. Combined with the vehicle's factory-calibrated curb weight, gravitational acceleration, and drive wheel rolling radius, a reference resistance torque to prevent the vehicle from rolling backward is calculated based on the mechanical balance equation. This reference resistance torque must be able to balance the downward torque generated by the component of the vehicle's own weight along the slope. Where m is the curb weight, g is the acceleration due to gravity, and r is the rolling radius of the drive wheel. The slope angle is denoted by .

[0075] The accelerator pedal position sensor obtains the driver's accelerator pedal opening and converts it into the displacement required by the driver based on the preset accelerator pedal opening-displacement mapping curve (which is corrected by engine speed and current gear).

[0076] In addition, the system needs to acquire the engine's real-time speed (via the crankshaft position sensor), then calculate the difference between the set target speed and the real-time speed, and determine whether the absolute value of the difference is greater than a threshold value. If so, a protective displacement is calculated to prevent the engine from stalling due to excessive load on the hydraulic pump. Protective displacement Q_current represents the current actual output displacement, and k is a decrementing factor, for example, 0.1% / rpm. This represents the difference in rotational speed.

[0077] Ultimately, the minimum value is selected from the protective displacement, braking demand displacement, and driving demand displacement (to ensure the safety of the engine and hydraulic system), and then the maximum value is selected from this minimum value and the basic output displacement as the final output displacement of the pump, thereby balancing the driver's intention, anti-rollover requirements, and system safety limitations.

[0078] Reference Figure 2 S130, the steps prior to converting the reference resistance torque into the base output displacement required by the hydraulic system include S210-S240:

[0079] S210: Obtain real-time load distribution data and center of gravity position information of the vehicle, and calculate the center of gravity position offset.

[0080] S220, calculate the dynamic adhesion correction coefficient of the vehicle's rear wheels based on the offset of the center of gravity position;

[0081] S230, multiply the correction factor by the reference resistance torque to generate the anti-slip dynamic resistance torque;

[0082] S240 converts the anti-slip dynamic resistance torque into the basic output displacement required for the hydraulic system.

[0083] It should be noted that when the vehicle is detected to be in a curve climbing condition, a lateral anti-skid compensation component is superimposed on the dynamic resistance torque based on the steering wheel angle and lateral acceleration.

[0084] Specifically, to improve control accuracy, the system needs to acquire vehicle load distribution data and center of gravity position information in real time. This can be achieved by monitoring suspension deformation using displacement or pressure sensors installed on the front and rear suspensions, calculating the load on each axle using a preset load-deformation curve, and then deducing the overall vehicle center of gravity position. This position is then compared with a reference center of gravity position under no-load or standard load conditions to calculate the center of gravity position offset (including longitudinal and lateral offset components). Based on the center of gravity position offset, especially the impact of longitudinal offset on the vertical load of the rear wheels, a dynamic adhesion correction coefficient for the vehicle's rear wheels is calculated using the tire adhesion formula (adhesion = vertical load × adhesion coefficient). When the center of gravity shifts rearward, the vertical load on the rear wheels increases, and the correction coefficient is greater than 1; conversely, it is less than 1. This dynamically adjusts the maximum braking torque that the rear wheels can provide. Multiplying the above dynamic adhesion correction coefficient by the reference drag torque yields the anti-rollover dynamic drag torque.

[0085] Simultaneously, the steering wheel angle is obtained through a steering angle sensor, and combined with the signal from the vehicle's lateral acceleration sensor, it is determined whether the vehicle is in a curve climbing condition. If so, based on the cosine value of the steering wheel deflection angle and the square value of the lateral acceleration, a lateral anti-skid compensation component is superimposed on the dynamic resistance torque according to a preset nonlinear compensation algorithm to balance the impact of centrifugal force on vehicle stability. Specifically, this is implemented as follows: lateral anti-skid compensation component... c is a preset nonlinear compensation coefficient, which can be determined through experiments or simulations based on the specific characteristics of the vehicle (such as mass, center of gravity position, tire characteristics, etc.). The steering wheel deflection angle, This refers to lateral acceleration. The dynamic drag torque after adding the lateral anti-skid compensation component = original dynamic drag torque + lateral skid compensation component.

[0086] Subsequently, the system needs to convert the anti-slip dynamic resistance torque into control parameters for the hydraulic actuator:

[0087] Based on the pressure-displacement characteristic curve of the hydraulic system and the viscosity correction coefficient at the current working oil temperature, the dynamic resistance torque is converted into the basic output displacement required by the hydraulic pump through the torque-displacement conversion formula. This displacement must ensure that the hydraulic braking actuator (such as wheel-side brakes or central brakes) can provide sufficient braking torque.

[0088] Specifically, this is implemented as follows: Basic output displacement This is the viscosity correction factor at the operating oil temperature. , For the efficiency of the hydraulic system, m and b are constants, which are calibrated and determined according to the specific characteristics of the vehicle and the hydraulic system. This refers to the dynamic resistance torque.

[0089] The steps after obtaining the basic output displacement also include:

[0090] Determine if the basic output displacement is greater than the maximum displacement of the hydraulic system; if so, trigger an audible and visual alarm and force or assist the driver to apply mechanical braking, at which point the hydraulic system directly outputs the maximum displacement; if not, execute S140.

[0091] Specifically, the system needs to further determine whether the basic output displacement exceeds the maximum design displacement of the hydraulic system (determined by the hydraulic pump model and engine speed). If it exceeds, it sends an audible and visual alarm signal to the instrument panel via the CAN bus (such as flashing red malfunction indicator light + intermittent buzzer alarm). At the same time, it forcibly triggers the mechanical brake through the electronic parking brake system (EPB), or assists the driver to press the mechanical brake pedal with a prompt sound. At this time, the hydraulic system directly outputs the maximum displacement to provide extreme limiting power. If it does not exceed, it enters the driver intent fusion stage.

[0092] Reference Figure 3 S150, the steps for obtaining the brake pedal travel and calculating the braking displacement required for safe braking include S310-S340:

[0093] S310, obtain the brake pedal travel and determine whether it is greater than the first set value;

[0094] S320, if so, calculate the braking reduction amount based on the driving demand displacement, the first set value, and the second set value, and obtain the difference between the driving demand displacement and the braking reduction amount; the second set value is less than the first set value;

[0095] S330, if not, calculate the braking reduction based on the required displacement and the first set value, and obtain the difference between the required displacement and the braking reduction.

[0096] S340 selects the maximum value between 0 and the difference as the braking displacement requirement.

[0097] The steps for correcting the first set value are as follows: obtain the initial thickness and real-time thickness of the brake pad; and correct the first set value based on the real-time thickness, the initial thickness, and the set minimum alarm thickness.

[0098] Specifically, the brake pedal travel is obtained through a brake pedal travel sensor, and it is determined whether it exceeds a first set value (initially set to 60% of the effective brake pedal travel). This first set value needs to be dynamically corrected: the real-time thickness and initial thickness (new pad thickness) of the brake pads are obtained through a thickness sensor (such as a contact or non-contact laser sensor) installed on the brake pads. The corrected first set value = original first set value + [(H_0-H) / (H_0-H_alarm)]*10%, where H_0 is the initial thickness, H is the real-time thickness, and H_alarm is the minimum alarm thickness.

[0099] If the brake pedal travel exceeds the corrected first setting value, then the brake reduction = Q_ped + (100% - Q_ped) * ((S_brk - first setting value) / second setting value), where Q_ped is the required displacement for driving, and S_brk is the brake pedal travel. To reduce braking force; ensure that only braking force and not driving force are output.

[0100] If the brake pedal travel is less than or equal to the first set value, the braking reduction amount .

[0101] Reference Figure 4 The anti-runaway control methods also include S410-S430:

[0102] S410, obtain the road surface friction coefficient and determine whether it is less than the friction threshold;

[0103] S420, if so, then the rate of change of the final output displacement is limited to ±A;

[0104] S430, if not, then the rate of change of the final output displacement is limited to ±B; the value of B is greater than the value of A.

[0105] Furthermore, the steps for updating the friction threshold are as follows: obtain environmental data of the vehicle's location; correct the road surface friction coefficient based on the environmental data; and update the friction threshold based on the corrected road surface friction coefficient.

[0106] Specifically, to adapt to different road surface adhesion conditions, the system estimates the road surface friction coefficient using an optical sensor installed on the bottom of the vehicle or based on the wheel speed difference of the ABS system, and determines whether it is less than the friction threshold (e.g., the friction coefficient of dry asphalt road surface is about 0.8, and the threshold is set to 0.4). If it is less than the threshold (e.g., wet or icy road surface), the rate of change of the final output displacement is limited to ±A (e.g., ±5% displacement / second) to avoid sudden changes in braking force that could cause wheel lock-up. If it is greater than the threshold (e.g., dry road surface), the rate of change is limited to ±B (e.g., ±20% displacement / second), with B being greater than A to improve response speed.

[0107] In addition, the friction threshold needs to be dynamically updated: real-time environmental data (such as temperature, humidity, precipitation, light intensity, etc.) is obtained through on-board environmental sensors, and the original road surface friction coefficient is corrected through an environment-friction coefficient mapping model (e.g., the friction coefficient is reduced by 15% for every 10% increase in humidity on rainy days). The friction threshold is then dynamically updated based on the corrected friction coefficient, so that the control logic can adapt to changes in road surface characteristics under different climatic conditions and ensure control stability in complex environments.

[0108] The implementation principle of this embodiment is as follows:

[0109] The implementation principle of this vehicle climbing and anti-rollback control method is a closed-loop control process that integrates multiple parameters and makes dynamic corrections. Its core lies in accurately sensing the vehicle status and the driver's intentions, calculating and outputting the optimal displacement of the hydraulic system in real time to balance the driving force and resistance and prevent the vehicle from rolling backward.

[0110] First, the system reads the physical position of the three-position self-locking knob to determine the forward mode selected by the driver, which serves as the triggering condition for the anti-rollback control logic. In forward mode, the system obtains the slope angle of the target slope and calculates the reference resistance torque to prevent backward roll based on the vehicle's inherent properties.

[0111] To make the reference drag torque more closely reflect actual working conditions, the system further incorporates real-time vehicle load distribution data and center of gravity position information, calculates the center of gravity offset, and derives a dynamic adhesion correction coefficient for the rear wheels. This correction coefficient is then multiplied by the reference drag torque to generate an anti-rollback dynamic drag torque. Specifically, when the vehicle is detected climbing a curve, the system also adds a lateral anti-skid compensation component to the dynamic drag torque based on the steering wheel angle and lateral acceleration to counteract the lateral forces introduced by the curve. Subsequently, the modified and compensated anti-rollback dynamic drag torque is converted into the basic output displacement required by the hydraulic system.

[0112] After obtaining the basic output displacement, the system will determine whether it exceeds the maximum displacement limit of the hydraulic system. If it does, an audible and visual alarm will be immediately triggered, alerting the driver that the current gradient or load is too high, and the system will force or assist the driver to apply mechanical braking. At the same time, the hydraulic system will directly output the maximum displacement to provide ultimate driving force. If it does not exceed the limit, the system will proceed to the multi-dimensional displacement demand calculation and arbitration stage.

[0113] During this phase, the system acquires the driver's operational intentions and vehicle protection requirements in parallel: on the one hand, by mapping the accelerator pedal opening to the driver's required displacement, it directly reflects the driver's acceleration intention; on the other hand, it calculates the required displacement for safe braking by acquiring the brake pedal travel. To further optimize the accuracy of the braking displacement requirement, the system also acquires the initial and real-time thickness of the brake pads, and corrects the first set value based on the real-time thickness, initial thickness, and the set minimum alarm thickness to compensate for changes in braking performance caused by brake pad wear. In addition, the system also needs to consider engine protection, calculating the protective displacement by acquiring the engine's real-time speed to prevent engine overload due to excessive displacement.

[0114] After obtaining the required displacement for driving, braking, and protection, the system first selects the minimum value from these three. This step ensures that the driving force does not exceed the engine protection limit, while prioritizing the reduction of driving force in response to braking intentions.

[0115] Next, this minimum value is compared with the previously calculated base output displacement, and the maximum value is selected as the pump's temporary final output displacement. To adapt to different road surface adhesion conditions and avoid excessive driving force leading to tire slippage or insufficient driving force leading to power inadequacy, the system also acquires the road surface friction coefficient and determines whether it is less than the friction threshold. If it is less than the friction threshold (low-adhesion road surface), the rate of change of the final output displacement is limited to a small ±A; if it is not less than the threshold (high-adhesion road surface), the rate of change is limited to a larger ±B (B>A). Simultaneously, the system acquires environmental data about the vehicle's location (such as temperature, humidity, and precipitation), and corrects the road surface friction coefficient based on this data, thereby updating the friction threshold to make the friction coefficient determination more consistent with the actual environment. After this series of dynamic calculations, corrections, arbitrations, and limitations, the final determined pump output displacement drives the hydraulic system, providing the vehicle with a driving force that satisfies the driver's intentions, prevents slippage, and ensures system safety, thus achieving stable vehicle control during hill climbing.

[0116] Based on the above method embodiments, the second embodiment of this application discloses a vehicle anti-rollover control system for hill climbing. The vehicle anti-rollover control system of this application embodiment can implement any of the above-described vehicle anti-rollover control methods for hill climbing, and the specific working process of each module in the vehicle anti-rollover control system for hill climbing can be referred to the corresponding process in the above method embodiments.

[0117] For ease of understanding, an example is as follows: A vehicle anti-rollover control system for climbing hills includes:

[0118] The walking mode determination module is used to read the physical position status of the three-speed self-locking knob and determine the gear, which includes forward, reverse, and neutral.

[0119] The data acquisition module is used to acquire the slope angle of the target slope, the accelerator pedal opening, the brake pedal travel, and the real-time engine speed when it is determined that the current mode selected by the driver is forward.

[0120] The data processing module is used to calculate the reference resistance torque to prevent backward roll based on the slope angle and the inherent properties of the vehicle, and convert the reference resistance torque into the basic output displacement required by the hydraulic system; to map the accelerator pedal opening to the driving demand displacement required by the driver; to calculate the braking demand displacement for safe braking based on the brake pedal travel; and to calculate the protective displacement based on the real-time speed.

[0121] The displacement adjustment module is used to select the minimum value from the protective displacement, braking demand displacement, and driving demand displacement, and select the maximum value from the minimum value and the basic output displacement as the final output displacement of the pump.

[0122] A third embodiment of this application provides a terminal. As one implementation of this terminal, the terminal may include: a memory and a processor; wherein...

[0123] The memory is used to store the vehicle's anti-rollback control program for climbing hills;

[0124] The processor is used to execute the program stored in the memory to implement the steps of the above-described vehicle climbing anti-rollback control method.

[0125] The memory can communicate with the processor via a communication bus, which can be an address bus, a data bus, a control bus, etc.

[0126] Additionally, the memory may include random access memory (RAM) or non-volatile memory (NVM), such as at least one disk storage device.

[0127] Furthermore, the processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0128] The above are all preferred embodiments of this application and are not intended to limit the scope of protection of this application. Any feature disclosed in this specification (including the abstract and drawings) may be replaced by other equivalent or similar features unless specifically stated otherwise. That is, unless specifically stated otherwise, each feature is only one example of a series of equivalent or similar features.

Claims

1. A vehicle anti-roll control method for a vehicle climbing a slope, characterized by, The method comprises: reading the physical position state of a three-gear self-locking knob; when it is determined that the current mode selected by the driver is forward, obtaining the slope angle of the target slope, and combining the inherent properties of the vehicle to calculate a reference resistance torque for preventing rearward sliding; converting the reference resistance torque into a basic output displacement required by the hydraulic system; obtaining the opening degree of the accelerator pedal and mapping it to the driving demand displacement required by the driver; obtaining the brake pedal stroke and calculating the braking demand displacement for safe braking; The real-time rotating speed of the engine is acquired, and a protective displacement is calculated, the protective displacement Q_current is the current actual output displacement, k is a decreasing coefficient, is the difference between the set target rotating speed and the real-time rotating speed; selecting the minimum value from the protective displacement, the braking demand displacement and the driving demand displacement, and selecting the maximum value from the minimum value and the basic output displacement as the final output displacement of the pump; the step of converting the reference resistance torque into a basic output displacement required by the hydraulic system further comprises: determining whether the basic output displacement is greater than the maximum displacement of the hydraulic system; if yes, triggering an audible and light alarm and forcibly requiring or assisting the driver to perform mechanical braking; the hydraulic system directly outputs the maximum displacement; the step of obtaining the brake pedal stroke and calculating the braking demand displacement for safe braking comprises: obtaining the brake pedal stroke and determining whether it is greater than a first set value; if yes, calculating a braking reduction amount according to the driving demand displacement, the first set value and a second set value: the braking reduction amount = Q_ped + (100%-Q_ped) × ((S_brk-first set value) / second set value), Q_ped is the driving demand displacement, S_brk is the brake pedal stroke, and obtaining the difference between the driving demand displacement and the braking reduction amount; the second set value is less than the first set value; if no, calculating a braking reduction amount according to the driving demand displacement and the first set value: the braking reduction amount = Q_ped × (S_brk / first set value), and obtaining the difference between the driving demand displacement and the braking reduction amount; selecting the maximum value between 0 and the difference as the braking demand displacement.

2. The vehicle uphill slip-prevention control method according to claim 1, characterized by, The anti-slip control method further comprises: obtaining the initial thickness and real-time thickness of the brake pad; correcting the first set value according to the real-time thickness, the initial thickness and a set minimum alarm thickness.

3. The vehicle uphill prevention control method according to claim 1, characterized by, The anti-slip control method further comprises: obtaining the road surface friction coefficient and determining whether it is less than a friction threshold value; if yes, limiting the change rate of the final output displacement to ±A; if no, limiting the change rate of the final output displacement to ±B; the value of B is greater than the value of A.

4. The vehicle uphill slippage-preventing control method according to claim 3, characterized by, The anti-slip control method further comprises: obtaining environmental data of the vehicle; correcting the road surface friction coefficient according to the environmental data; updating the friction threshold value according to the corrected road surface friction coefficient.

5. The vehicle uphill prevention control method according to claim 1, characterized by, The step before converting the reference resistance torque into a basic output displacement required by the hydraulic system comprises: obtaining real-time load distribution data and gravity center position information of the vehicle and calculating the gravity center position offset; calculating a dynamic adhesion force correction coefficient of the rear wheel of the vehicle according to the gravity center position offset; multiplying the correction coefficient and the reference resistance torque to generate a dynamic resistance torque against rearward sliding; converting the dynamic resistance torque against rearward sliding into a basic output displacement required by the hydraulic system; When the vehicle is detected to be in a climbing slope on a curve, a lateral anti-skid compensation component is superimposed in the dynamic resistance torque according to the steering wheel angle and the lateral acceleration.

6. A vehicle anti-rollaway control system for a vehicle climbing a hill, characterized by, The anti-slip control method for vehicle climbing slope as claimed in any one of claims 1-5 is executed, comprising: The walking mode determination module is used to read the physical position state of the three-gear self-locking knob, determine the gear position, and the gear position includes forward, reverse, and neutral; The data acquisition module is used to acquire the slope angle of the target slope, acquire the accelerator pedal opening, acquire the brake pedal stroke, and acquire the real-time speed of the engine when it is determined that the current mode selected by the driver is forward; The data processing module is used to calculate the reference resistance torque for preventing rear slipping according to the slope angle and in combination with the inherent properties of the vehicle, and convert the reference resistance torque into the basic output displacement required by the hydraulic system; map the accelerator pedal opening to the driving demand displacement required by the driver; calculate the braking demand displacement for safety braking according to the brake pedal stroke; and calculate the protective displacement according to the real-time speed; The displacement adjustment module is used to select the minimum value from the protective displacement, the braking demand displacement, and the driving demand displacement, and select the maximum value from the minimum value and the basic output displacement as the final output displacement of the pump.

7. A terminal, characterized by comprising: It comprises: A memory storing an anti-slip control program for vehicle climbing slope; A processor for executing the program stored on the memory to realize the steps of the anti-slip control method for vehicle climbing slope as claimed in any one of claims 1-5.

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