Vehicle dynamic control system and method

Abstract

The present invention discloses a vehicle power dynamic control system and method, the system includes: an electronic horizon system, which is used to obtain the geographical slope information of the road ahead of the vehicle based on the ADAS map and send it to the power controller; an accelerator pedal, which is used to output the accelerator pedal depth information to the power controller; the power controller is used to receive the geographical slope information sent by the electronic horizon system and the accelerator pedal depth information sent by the accelerator pedal, and according to the geographical slope information and the accelerator pedal depth information, fit the power output curve for entering the next slope and switch, and control the engine / motor of the vehicle to output torque according to the power output curve. The present invention can generate the power output curve of the next road section in real time according to the electronic horizon system and the accelerator pedal depth information of the vehicle, ensure the driver's smooth driving, and make the vehicle more adaptable to different terrains.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and in particular to a vehicle power dynamic control system and method. Background Art

[0002] The power output characteristics of a vehicle are generally determined by a power output curve, which is a function curve with the accelerator pedal depression depth as a variable and the engine or motor output torque as the output. Generally, the power output curve of a vehicle is fixed, and some high-end models may have multiple power output curves. For example, in patent 201710288538.0, a control system is proposed, which pre-stores multiple power output curves and corresponds to the most suitable terrain. It uses an artificial intelligence method to identify different situations such as ordinary ground, muddy ground, snow, sand, etc. in front of the vehicle, and switches the vehicle to the corresponding different power output curves to achieve the adaptability of the vehicle on different road surfaces and achieve better economy or comfort. The characteristics of this type of method are generally that multiple fixed curves are pre-stored, and the external environment is roughly classified and matched. Because the number of pre-stored fixed curves is generally limited and the actual external environment varies, the external environment can only be roughly classified and matched in large types. It is impossible to match the external environment precisely, and the adaptability is also limited. Summary of the invention

[0003] The main purpose of the present invention is to propose a vehicle power dynamics control system and method, which can generate a power output curve for the next road section in real time according to the electronic horizon system and the vehicle's accelerator pedal depth information, ensure the driver's smooth driving, and make the vehicle more adaptable to different terrains.

[0004] The present invention adopts the following technical solution:

[0005] In one aspect, a vehicle power dynamics control system includes:

[0006] The electronic horizon system is used to obtain the geographical slope information of the road ahead of the vehicle based on the ADAS map and send it to the power controller;

[0007] An accelerator pedal, used to output accelerator pedal depth information to a power controller;

[0008] A power controller is used to receive the geographic slope information sent by the electronic horizon system and the accelerator pedal depth information sent by the accelerator pedal, and fit a power output curve for entering the next slope in the road ahead according to the geographic slope information and the accelerator pedal depth information and switch, so as to control the vehicle's engine / motor to output torque according to the power output curve; wherein the horizontal coordinate of the power output curve is the accelerator pedal depth, and the vertical coordinate of the power output curve is the torque output by the engine / motor.

[0009] Preferably, the power controller includes a power output curve generating module; the power output curve generating module includes:

[0010] a first key point acquisition unit, acquiring a first key point for fitting the power output curve; the first key point is a point where the vehicle is traveling on a slope, and when the vehicle is traveling on the first key point, the same throttle change depth as on a flat road can obtain the same acceleration as when the vehicle is traveling on a flat road;

[0011] A second key point acquisition unit, which acquires a second key point for fitting the power output curve; the second key point is a point at which the accelerator pedal depth is the largest, or the second key point is a point at which the output torque is the largest;

[0012] A third key point acquisition unit, which acquires a third key point for fitting the power output curve; the third key point is a point obtained according to a linear curve of the vehicle driving on a flat road before the vehicle enters a slope;

[0013] A fourth key point acquisition unit is used to acquire a fourth key point for fitting the power output curve; the fourth key point is the zero point (0, 0), that is, the accelerator pedal depth is 0 and the output torque is 0;

[0014] A fitting unit is configured to fit the power output curve based on the first key point, the second key point, the third key point and the fourth key point.

[0015] Preferably, the first key point is expressed as (A1+D, T1+ΔT+mgsin(i)); wherein T1 represents the torque corresponding to the accelerator pedal depth A1 on the linear curve of flat road driving; ΔT represents the torque increment corresponding to the accelerator pedal depth change intensity D on the linear curve of flat road driving; i represents the front slope value output by the electronic horizon system; m represents the mass of the vehicle; and g represents the acceleration of gravity.

[0016] Preferably, the power controller further includes a throttle change intensity generation module; the throttle change intensity generation module is used to obtain the throttle pedal depth change intensity D; specifically includes:

[0017] A monotonic interval acquisition unit is used to continuously collect the accelerator pedal depth signal when driving on a flat road, determine the monotonicity of the signal, and extract the continuous monotonic increasing or continuous monotonic decreasing interval;

[0018] A monotonic interval filtering unit, used for filtering monotonic intervals whose intervals are greater than a first preset value or whose intervals are less than a second preset value;

[0019] An absolute value acquisition unit, used to acquire the absolute value of the difference between the first value and the last value of the monotonic interval as the intensity of a change in the depth of the accelerator pedal;

[0020] The average throttle change intensity acquisition unit is used to determine whether the number of throttle pedal depth change intensities acquired by the absolute value acquisition unit is greater than a third preset value, and if so, calculate an average value.

[0021] Preferably, if the forward slope value output by the electronic horizon system is greater than 0, the second key point is expressed as (1-mgsin(i) / M, M); if the forward slope value output by the electronic horizon system is less than 0, the second key point is expressed as (1, M+mgsin(i)); wherein M represents the maximum torque that the engine or motor can output; i represents the forward slope value output by the electronic horizon system; m represents the mass of the vehicle; and g represents the acceleration of gravity.

[0022] Preferably, the power controller further includes a curve switching module; the curve switching module is used to switch the linear curve for flat road driving to the power output curve.

[0023] Preferably, the power controller also includes a torque output module; the torque output module is used to calculate the corresponding torque according to the current slope value, the current accelerator pedal depth and the power output curve, and control the vehicle's engine / motor to output the torque.

[0024] In another aspect, a vehicle power dynamics control method includes:

[0025] The electronic horizon system is used to obtain the geographical slope information of the road ahead of the vehicle based on the ADAS map and send it to the power controller;

[0026] The accelerator pedal outputs accelerator pedal depth information to the power controller;

[0027] The power controller receives the geographic slope information sent by the electronic horizon system and the accelerator pedal depth information sent by the accelerator pedal, fits a power output curve for entering the next slope according to the geographic slope information and the accelerator pedal depth information and switches, and controls the vehicle's engine / motor to output torque according to the power output curve; wherein the horizontal coordinate of the power output curve is the accelerator pedal depth, and the vertical coordinate of the power output curve is the torque output by the engine / motor.

[0028] Preferably, fitting a power output curve for entering the next slope according to the geographic slope information and the accelerator pedal depth information includes:

[0029] Acquire a first key point for fitting the power output curve; the first key point is a point where the vehicle is traveling on a slope, and when the vehicle is traveling on the first key point, the same throttle change depth as on a flat road can obtain the same acceleration as when the vehicle is traveling on a flat road;

[0030] Acquire a second key point for fitting the power output curve; the second key point is a point where the accelerator pedal depth is the largest, or the second key point is a point where the output torque is the largest;

[0031] Obtaining a third key point for fitting the power output curve; the third key point is a point obtained according to a linear curve of the vehicle driving on a flat road before the vehicle enters the slope;

[0032] Obtaining a fourth key point for fitting the power output curve; the fourth key point is the zero point (0, 0), that is, the accelerator pedal depth is 0 and the output torque is 0;

[0033] The power output curve is fitted based on the first key point, the second key point, the third key point and the fourth key point.

[0034] Preferably, the first key point is expressed as (A1+D, T1+ΔT+mgsin(i)); wherein T1 represents the torque corresponding to the accelerator pedal depth A1 on the linear curve of flat road driving; ΔT represents the torque increment corresponding to the accelerator pedal depth change intensity D on the linear curve of flat road driving; i represents the forward slope value output by the electronic horizon system; m represents the mass of the vehicle; g represents the acceleration of gravity;

[0035] If the forward slope value output by the electronic horizon system is greater than 0, the second key point is expressed as (1-mgsin(i) / M, M); if the forward slope value output by the electronic horizon system is less than 0, the second key point is expressed as (1, M+mgsin(i)); wherein M represents the maximum torque that the engine or motor can output.

[0036] Compared with the prior art, the present invention has the following beneficial effects:

[0037] The present invention does not adopt the method of pre-storing fixed power curves for different geographical slopes, but dynamically calculates the most suitable power output curve before entering the next slope based on the terrain slope ahead predicted by the electronic horizon system and the accelerator pedal depth (throttle opening) of the vehicle before entering the slope, as well as the average accelerator pedal depth change intensity of the driver in historical trips, to ensure that the driver can obtain the same acceleration driving experience with the same accelerator pedal depth in different slope terrains, ensure the driver's smooth driving, and also benefit the vehicle's energy economy, so that the vehicle has a wider adaptability to different terrains. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 is a structural block diagram of a vehicle power dynamics control system of the present invention;

[0039] Figure 2 is a flow chart of a vehicle power dynamics control method of the present invention;

[0040] Figure 3 It is a schematic diagram of the power output curve when the vehicle of the present invention is just started;

[0041] Figure 4 It is a schematic diagram of a power output curve output by a power curve generation module of a vehicle dynamic control system of the present invention when the vehicle is on an uphill section;

[0042] Figure 5 It is a schematic diagram of a power output curve output by the power curve generation module of the vehicle dynamic control system of the present invention when the vehicle is on a downhill section. DETAILED DESCRIPTION

[0043] To make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0044] See also Figure 1 As shown, on the one hand, the present invention provides a vehicle power dynamics control system, comprising:

[0045] The electronic horizon system 10 is used to obtain the geographical slope information of the road ahead of the vehicle based on the ADAS map and send it to the power controller 30;

[0046] The accelerator pedal 20 is used to output the accelerator pedal depth information to the power controller 30;

[0047] The power controller 30 is used to receive the geographic slope information sent by the electronic horizon system 10 and the accelerator pedal depth information sent by the accelerator pedal 20, and fit a power output curve for entering the next slope in the road ahead according to the geographic slope information and the accelerator pedal depth information and switch, and control the vehicle's engine / motor 40 to output torque according to the power output curve; wherein the horizontal coordinate of the power output curve is the accelerator pedal depth, and the vertical coordinate of the power output curve is the torque output by the engine / motor 40.

[0048] Furthermore, the power controller 30 includes a power output curve generating module 301; the power output curve generating module 301 includes:

[0049] a first key point acquisition unit, acquiring a first key point for fitting the power output curve; the first key point is a point where the vehicle is traveling on a slope, and when the vehicle is traveling on the first key point, the same throttle change depth as on a flat road can obtain the same acceleration as when the vehicle is traveling on a flat road;

[0050] A second key point acquisition unit, which acquires a second key point for fitting the power output curve; the second key point is a point at which the accelerator pedal depth is the largest, or the second key point is a point at which the output torque is the largest;

[0051] A third key point acquisition unit, which acquires a third key point for fitting the power output curve; the third key point is a point obtained according to a linear curve of the vehicle driving on a flat road before the vehicle enters a slope;

[0052] A fourth key point acquisition unit is used to acquire a fourth key point for fitting the power output curve; the fourth key point is the zero point (0, 0), that is, the accelerator pedal depth is 0 and the output torque is 0;

[0053] A fitting unit is configured to fit the power output curve based on the first key point, the second key point, the third key point and the fourth key point.

[0054] In this embodiment, the first key point is expressed as (A1+D, T1+ΔT+mgsin(i)); wherein T1 represents the torque corresponding to the accelerator pedal depth A1 on the linear curve of flat road driving; ΔT represents the torque increment corresponding to the accelerator pedal depth change intensity D on the linear curve of flat road driving; i represents the front slope value output by the electronic horizon system 10; m represents the mass of the vehicle; and g represents the acceleration of gravity.

[0055] The power controller 30 further includes a throttle change strength generation module 302; the throttle change strength generation module 302 is used to obtain the throttle pedal depth change strength D; specifically includes:

[0056] A monotonic interval acquisition unit is used to continuously collect the accelerator pedal depth signal when driving on a flat road, determine the monotonicity of the signal, and extract the continuous monotonic increasing or continuous monotonic decreasing interval;

[0057] A monotonic interval filtering unit, used for filtering monotonic intervals whose intervals are greater than a first preset value or whose intervals are less than a second preset value;

[0058] An absolute value acquisition unit, used to acquire the absolute value of the difference between the first value and the last value of the monotonic interval as the intensity of a change in the depth of the accelerator pedal;

[0059] The average throttle change intensity acquisition unit is used to determine whether the number of throttle pedal depth change intensities acquired by the absolute value acquisition unit is greater than a third preset value, and if so, calculate an average value.

[0060] In this embodiment, if the forward slope value output by the electronic horizon system 10 is greater than 0, the second key point is expressed as (1-mgsin(i) / M, M); if the forward slope value output by the electronic horizon system 10 is less than 0, the second key point is expressed as (1, M+mgsin(i)); wherein M represents the maximum torque that the engine or motor can output; i represents the forward slope value output by the electronic horizon system 10; m represents the mass of the vehicle; and g represents the acceleration of gravity.

[0061] Furthermore, the power controller 30 also includes a curve switching module 303; the curve switching module 303 is used to switch the linear curve of flat road driving to the power output curve.

[0062] The power controller 30 also includes a torque output module 304; the torque output module 304 is used to calculate the corresponding torque according to the current slope value, the current accelerator pedal depth and the power output curve, and control the vehicle's engine / motor 40 to output the torque.

[0063] On the other hand, see Figure 2 As shown, the present invention provides a vehicle power dynamic control method, comprising:

[0064] S201, the electronic horizon system is used to obtain the geographical slope information of the road ahead of the vehicle based on the ADAS map and send it to the power controller;

[0065] S202, the accelerator pedal outputs accelerator pedal depth information to the power controller;

[0066] S203, the power controller receives the geographic slope information sent by the electronic horizon system and the accelerator pedal depth information sent by the accelerator pedal, fits a power output curve for entering the next slope according to the geographic slope information and the accelerator pedal depth information and switches, and controls the vehicle's engine / motor to output torque according to the power output curve; wherein the horizontal axis of the power output curve is the accelerator pedal depth, and the vertical axis of the power output curve is the torque output by the engine / motor.

[0067] It should be noted that when the vehicle is just started, the vehicle's power output curve is set to the default linear mode suitable for flat road driving, see Figure 3As shown, assuming that the output torque is T, the accelerator pedal depth is A, and the maximum torque that the engine or motor can output is M, the power output curve function (i.e., the linear curve when driving on a flat road) is:

[0068] T=M*A

[0069] The value range of A is 0 to 1, where 0 means the accelerator is not pressed at all and 1 means the accelerator is fully pressed.

[0070] See also Figure 4 and Figure 5 As shown, in this embodiment, the S203 specifically includes:

[0071] S2031, obtaining the front slope value i from the electronic horizon system; obtaining the accelerator pedal depth before entering the ramp, set to A1;

[0072] S2032, obtain the first key point, as shown in the attached Figure 4 Point ① in the figure. The first key point means that the same driving performance as on a flat road needs to be maintained on the slope i, that is, the acceleration that the vehicle can obtain by the change of the accelerator pedal depth on the slope is equal to the acceleration obtained by the same change of the accelerator pedal depth on a flat road. This can ensure driving experience and driving stability.

[0073] On the slope i, according to the statistical habits of flat roads, the driver will generally change the vehicle throttle to D (the depth of the throttle pedal change) when accelerating, and the corresponding torque change is ΔT', so the acceleration obtained is a'=ΔT' / m-gsin(i); where m is the mass of the vehicle and g is the acceleration due to gravity. It can be seen that when i>0, that is, uphill, the acceleration under the same throttle will become smaller, and when i<0, that is, downhill, the acceleration under the same throttle will become larger.

[0074] On a flat road, the throttle change D corresponds to a torque change ΔT, and the acceleration obtained by the vehicle is a' = ΔT / m. To make a = a', that is, ΔT' / m-gsin(i) = ΔT / m, we can get ΔT' = ΔT+mgsin(i).

[0075] It can be seen from the above that when the throttle increases by D relative to the current value, the torque change should be ΔT+mgsin(i) to ensure that the driver can get the same driving experience as on a flat road when driving on a slope i. That is, on the basis of the increase ΔT corresponding to the throttle change D in the original power curve (i.e., the linear curve for driving on a flat road, which is the default setting curve), the force of mgsin(i) needs to be superimposed.

[0076] Therefore, the first key point of the power output curve is obtained (A1+D, T1+ΔT+mgsin(i)), where T1 represents the torque corresponding to the accelerator pedal depth A1 on the original power curve, and ΔT is the torque increment corresponding to the vehicle throttle change D on the original power curve.

[0077] S2033, obtain the second key point, as shown in the attached Figure 4 Point ② in the figure. After the first key point, the throttle continues to increase, and the slope should be kept almost the same as the flat road mode to maintain the same driving experience as the flat road mode. The slope of the flat road mode is M. The slope is equal to the vertical axis divided by the horizontal axis, (M-0) / (1-0) = M, so the second half of the power output curve is:

[0078] T=M*A+mgsin(i) (1)

[0079] When mgsin(i)<=0, substitute A=1 into formula (1) to calculate the corresponding vertical axis T value, and obtain the second key point (1, M+mgsin(i)); otherwise, substitute T=M into formula (1) to calculate the corresponding horizontal axis A value, and obtain the second key point (1-mgsin(i) / M, M).

[0080] S2034, obtain the third key point, as shown in the attached Figure 4 The third key point is the accelerator pedal depth and torque value (A1, T1) on the original power curve before entering the slope.

[0081] S2035, obtain the fourth key point, as shown in the attached Figure 4 The fourth key point is (0, 0), that is, when the accelerator pedal depth is kept at 0, the torque output is 0.

[0082] S2036, fitting a power output curve according to the first key point, the second key point, the third key point and the fourth key point through third-order curve fitting or other curve fitting methods.

[0083] See also Figure 4 As shown in the figure, it is an example of the real-time power output curve of an uphill road (slope value i>0). It can be seen that when the power output curve is switched, the driving state is at the third key point, and the power situation will not change suddenly, and the driving smoothness will not be affected. When the driver increases the throttle to obtain acceleration, when the habitual throttle change point D is reached with a high probability, the acceleration obtained on the uphill road is the same as that on the flat road, which is conducive to the driver to maintain a consistent driving feeling and avoid the problem of insufficient acceleration due to the habitual throttle depth on the flat road, which may cause the transmission to downshift and waste fuel, and objectively has a certain economy.

[0084] See also Figure 5As shown in the figure, it is an example of the real-time power output curve of a downhill slope (slope i<0). It can be seen that when the power output curve is switched, the driving state is at the third key point, and the power situation will not change suddenly, and the driving smoothness will not be affected. When the driver steps on the throttle to obtain acceleration, when the habitual throttle change point D with a high probability is reached, the acceleration obtained on the downhill slope is the same as that on the flat road, but the output torque is reduced, so fuel consumption is saved while maintaining the same driving feel. At the same time, when the throttle is stepped on to the maximum, the acceleration obtained is also the same, but the torque will not be output at the maximum torque, which ensures economy.

[0085] In this embodiment, the method for obtaining the vehicle average accelerator pedal depth change intensity D includes:

[0086] Step 1: Continuously collect the accelerator pedal depth signal on a flat road from the electronic horizon system, determine the monotonicity of the signal, and extract the continuous monotonically increasing or continuous monotonically decreasing intervals.

[0087] Step 2: Filter out monotonic intervals that are too short or too long (the two end points of the interval can be set to the first preset value and the second preset value) to eliminate the impact of volatility and slow trend caused by human manipulation.

[0088] Step 3: Take the absolute value of the difference between the first value and the last value of the monotonic interval as the intensity of a throttle change.

[0089] Step 4: When the number of throttle change intensity values ​​extracted reaches the lower limit value K (i.e. the third preset value, K is not less than 100), the average throttle pedal depth change intensity D is calculated, where D represents the driver's average acceleration or deceleration habit on flat roads.

[0090] The above is only a specific implementation of the present invention, but the design concept of the present invention is not limited to this. Any non-substantial changes to the present invention using this concept shall be deemed as an infringement of the protection scope of the present invention.

Claims

1. A vehicle power dynamics control system, characterized in that: include: The electronic horizon system is used to obtain the geographical slope information of the road ahead of the vehicle based on the ADAS map and send it to the power controller; An accelerator pedal, used to output accelerator pedal depth information to a power controller; A power controller, used to receive the geographic slope information sent by the electronic horizon system and the accelerator pedal depth information sent by the accelerator pedal, fit a power output curve for entering the next slope in the road ahead according to the geographic slope information and the accelerator pedal depth information and switch, and control the engine / motor of the vehicle to output torque according to the power output curve; The power controller includes a power output curve generation module; the power output curve generation module includes: a first key point acquisition unit, acquiring a first key point for fitting the power output curve; the first key point is a point where the vehicle is traveling on a slope, and when the vehicle is traveling on the first key point, the same throttle change depth as on a flat road can obtain the same acceleration as when the vehicle is traveling on a flat road; A second key point acquisition unit, which acquires a second key point for fitting the power output curve; the second key point is a point at which the accelerator pedal depth is the largest, or the second key point is a point at which the output torque is the largest; A third key point acquisition unit, which acquires a third key point for fitting the power output curve; the third key point is a point obtained according to a linear curve of the vehicle driving on a flat road before the vehicle enters a slope; A fourth key point acquisition unit, which acquires a fourth key point for fitting the power output curve; the fourth key point is the zero point (0, 0), that is, the accelerator pedal depth is 0 and the output torque is 0; A fitting unit, which fits the power output curve based on the first key point, the second key point, the third key point and the fourth key point; The first key point is expressed as (A1+D, T1 +ΔT+ mgsin(i)); wherein T1 represents the torque corresponding to the accelerator pedal depth A1 on the linear curve of flat road driving; ΔT represents the torque increment corresponding to the accelerator pedal depth change intensity D on the linear curve of flat road driving; i represents the front slope value output by the electronic horizon system; m represents the mass of the vehicle; and g represents the acceleration of gravity.

2. The vehicle dynamics control system according to claim 1, characterized in that: The power controller further includes a throttle change strength generation module; the throttle change strength generation module is used to obtain the throttle pedal depth change strength D; specifically includes: A monotonic interval acquisition unit is used to continuously collect the accelerator pedal depth signal when driving on a flat road, determine the monotonicity of the signal, and extract the continuous monotonic increasing or continuous monotonic decreasing interval; A monotonic interval filtering unit, used for filtering monotonic intervals whose intervals are greater than a first preset value or whose intervals are less than a second preset value; An absolute value acquisition unit, used to acquire the absolute value of the difference between the first value and the last value of the monotonic interval as the intensity of a change in the depth of the accelerator pedal; The average throttle change intensity acquisition unit is used to determine whether the number of throttle pedal depth change intensities acquired by the absolute value acquisition unit is greater than a third preset value, and if so, calculate an average value.

3. The vehicle dynamics control system according to claim 1, characterized in that: If the forward slope value output by the electronic horizon system is greater than 0, the second key point is expressed as (1-mgsin(i) / M, M); if the forward slope value output by the electronic horizon system is less than 0, the second key point is expressed as (1, M + mgsin(i)); wherein M represents the maximum torque that the engine or motor can output; i represents the forward slope value output by the electronic horizon system; m represents the mass of the vehicle; and g represents the acceleration of gravity.

4. The vehicle dynamics control system according to claim 1, characterized in that: The power controller also includes a curve switching module; the curve switching module is used to switch the linear curve of flat road driving to the power output curve.

5. The vehicle dynamics control system according to claim 1, characterized in that: The power controller also includes a torque output module; the torque output module is used to calculate the corresponding torque according to the current slope value, the current accelerator pedal depth and the power output curve, and control the vehicle's engine / motor to output the torque.

6. A vehicle power dynamics control method, characterized in that: include: The electronic horizon system based on the ADAS map obtains the geographical slope information of the road ahead of the vehicle and sends it to the power controller; The accelerator pedal outputs accelerator pedal depth information to the power controller; The power controller receives the geographic slope information sent by the electronic horizon system and the accelerator pedal depth information sent by the accelerator pedal, and according to the geographic slope information and the accelerator pedal depth information, fits a power output curve for entering the next slope and switches, and controls the engine / motor of the vehicle to output torque according to the power output curve; wherein the horizontal coordinate of the power output curve is the accelerator pedal depth, and the vertical coordinate of the power output curve is the torque output by the engine / motor; According to the geographic slope information and the accelerator pedal depth information, a power output curve for entering the next slope is fitted, including: Acquire a first key point for fitting the power output curve; the first key point is a point where the vehicle is traveling on a slope, and when the vehicle is traveling on the first key point, the same throttle change depth as on a flat road can obtain the same acceleration as when the vehicle is traveling on a flat road; Acquire a second key point for fitting the power output curve; the second key point is a point where the accelerator pedal depth is the largest, or the second key point is a point where the output torque is the largest; Obtaining a third key point for fitting the power output curve; the third key point is a point obtained according to a linear curve of the vehicle driving on a flat road before the vehicle enters the slope; Obtaining a fourth key point for fitting the power output curve; the fourth key point is the zero point (0, 0), that is, the accelerator pedal depth is 0 and the output torque is 0; Fitting the power output curve based on the first key point, the second key point, the third key point and the fourth key point; The first key point is expressed as (A1+D, T1+ΔT+ mgsin(i)); wherein T1 represents the torque corresponding to the accelerator pedal depth A1 on the linear curve of flat road driving; ΔT represents the torque increment corresponding to the accelerator pedal depth change intensity D on the linear curve of flat road driving; i represents the forward slope value output by the electronic horizon system; m represents the mass of the vehicle; g represents the acceleration of gravity; If the forward slope value output by the electronic horizon system is greater than 0, the second key point is expressed as (1-mgsin(i) / M, M); if the forward slope value output by the electronic horizon system is less than 0, the second key point is expressed as (1, M +mgsin(i)); wherein M represents the maximum torque that the engine or motor can output.

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