Steep slope deceleration method and device of vehicle, vehicle and storage medium

Abstract

This application discloses a method, apparatus, vehicle, and storage medium for hill descent control of a vehicle. The method includes: acquiring real-time vehicle parameters and determining whether the vehicle meets the conditions for entering a hill descent control mode based on the real-time vehicle parameters; if the vehicle meets the conditions for entering the hill descent control mode, then using the vehicle speed when entering the hill descent control mode as the target speed of the vehicle in the hill descent control mode, and calculating the braking feedback torque based on the target speed; and controlling the drive motor to execute the braking feedback torque. The latched target speed in the embodiments of this application is highly flexible and can adapt to different road conditions. By executing the braking feedback torque through the drive motor, the vehicle can achieve smooth driving while also recovering energy to the battery pack.

Description

Technical Field

[0001] This application relates to the field of vehicle hill descent control technology, specifically to a method and apparatus for hill descent control of a vehicle, a vehicle, a computer-readable storage medium, and a computer program product. Background Technology

[0002] Traditional hill descent control works by combining engine braking with anti-lock braking system (ABS) to maintain low speeds while descending steep slopes without losing tire traction. This is achieved by the transmission downshifting to a lower gear. Currently, most vehicles use permanent magnet synchronous motors and lack multi-speed transmissions. Furthermore, some hybrid vehicles, due to their series-parallel hybrid systems, also lack multi-speed transmissions and cannot control downhill speed through downshifting.

[0003] Current hill descent control systems in mass-produced vehicles, including hybrid electric vehicles, require both mechanical and electric braking. Most of the energy is consumed by heat generated from friction during mechanical braking, resulting in low energy recovery efficiency. Furthermore, existing hill descent control systems require real-time acquisition of vehicle acceleration and road gradient signals for speed control. The calculation accuracy of the gradient signal is poor, making it impossible to accurately obtain the actual road gradient. Moreover, they require a large amount of calibration data from actual slope driving and cannot customize the hill descent speed, resulting in poor hill descent control performance. Summary of the Invention

[0004] To address the aforementioned technical problems, embodiments of this application provide a method and apparatus for hill descent control of vehicles, an electronic device, a computer-readable storage medium, and a computer program product.

[0005] According to one aspect of the embodiments of this application, a method for hill descent control of a vehicle is provided, comprising: acquiring real-time vehicle parameters of the vehicle, and determining whether the vehicle meets the conditions for entering a hill descent control mode based on the real-time vehicle parameters; if the vehicle meets the conditions for entering a hill descent control mode, taking the vehicle speed when entering the hill descent control mode as the target vehicle speed of the vehicle in the hill descent control mode, and calculating the braking feedback torque based on the target vehicle speed; and controlling a drive motor to execute the braking feedback torque.

[0006] According to one aspect of the embodiments of this application, the real-time vehicle parameters include the vehicle's brake pedal opening signal value, accelerator pedal opening signal value, vehicle speed signal value, and powertrain status; the step of determining whether the vehicle meets the conditions for entering the hill descent control mode based on the acquired real-time vehicle parameters includes: comparing the vehicle's brake pedal opening signal value with a preset brake pedal opening threshold to determine whether the brake pedal is released; comparing the vehicle's accelerator pedal opening signal value with a preset accelerator pedal opening threshold to determine whether the accelerator pedal is released; determining whether the vehicle's wheel speed sensors are working properly to determine whether the vehicle speed signal value is valid; determining whether the vehicle's powertrain system has a fault; if the vehicle's brake pedal is released, accelerator pedal is released, vehicle speed signal value is valid, and powertrain system has no fault, then the vehicle is determined to meet the conditions for entering the hill descent control mode.

[0007] According to one aspect of the present application, the step of calculating the braking feedback torque of the vehicle based on the target vehicle speed includes: obtaining real-time vehicle parameters of the vehicle in hill descent control mode through the vehicle controller, the real-time vehicle parameters including real-time vehicle speed; calculating the speed difference between the target vehicle speed and the real-time vehicle speed; and calculating the braking feedback torque based on the speed difference.

[0008] According to one aspect of the present application, the step of calculating the speed difference between the target vehicle speed and the real-time vehicle speed, and calculating the braking feedback torque based on the speed difference, includes: using the real-time vehicle speed as an input to an anti-integral saturation controller, calculating the speed difference between the target vehicle speed and the real-time vehicle speed through the anti-integral saturation controller, and calculating the braking feedback torque based on the speed difference.

[0009] According to one aspect of the present application, controlling the drive motor to execute the braking feedback torque includes: determining whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor; if the braking feedback torque does not exceed the limit of the real-time operating output torque of the drive motor, then controlling the drive motor to execute the braking feedback torque.

[0010] According to one aspect of the embodiments of this application, the real-time vehicle parameters include the real-time discharge capacity of the vehicle's battery pack and the real-time winding temperature of the drive motor. The step of determining whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor includes: determining upper and lower limits of the real-time operating output torque of the drive motor based on the real-time discharge capacity of the vehicle's battery pack and the real-time winding temperature of the drive motor; applying a slope limitation to the upper and lower limits of the real-time operating output torque of the drive motor to obtain a limit on the real-time operating output torque of the drive motor; and determining whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor.

[0011] According to one aspect of the embodiments of this application, the method further includes: if the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor, then sending a network message to the vehicle's instrument panel through the vehicle controller to indicate that the braking feedback capability of the drive motor is insufficient and requesting that the vehicle speed be controlled through the vehicle's mechanical braking.

[0012] According to one aspect of the embodiments of this application, a hill descent control device for a vehicle is provided, comprising: a judgment module, for acquiring real-time vehicle parameters of the vehicle and judging whether the vehicle meets the conditions for entering a hill descent control mode based on the real-time vehicle parameters; a calculation module, for using the vehicle speed when entering the hill descent control mode as the target vehicle speed in the hill descent control mode if the vehicle meets the conditions for entering the hill descent control mode, and calculating the braking feedback torque based on the target vehicle speed; and a control module, for controlling a drive motor to execute the braking feedback torque.

[0013] According to one aspect of the embodiments of this application, a vehicle is provided having the aforementioned vehicle hill descent control device.

[0014] According to one aspect of the present application, a computer-readable storage medium is provided that stores computer-readable instructions thereon, which, when executed by a computer's processor, cause the computer to perform the vehicle hill descent control method as described above.

[0015] According to one aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the steps in the vehicle hill descent control method as described above.

[0016] In the technical solution provided by the embodiments of this application, real-time vehicle parameters are obtained, and it is determined whether the vehicle meets the conditions for entering the hill descent control mode based on the real-time vehicle parameters. The activation condition of the hill descent control mode is not based on whether the vehicle is currently downhill or the current road slope. If the vehicle meets the conditions for entering the hill descent control mode, the vehicle speed when entering the hill descent control mode is taken as the target vehicle speed in the hill descent control mode. This achieves high flexibility in locking the target vehicle speed and can adapt to different road conditions. The braking feedback torque is then calculated based on the target vehicle speed. The required braking feedback torque is calculated by comparing the actual vehicle speed with the target vehicle speed. The vehicle's drive motor is then controlled to execute the braking feedback torque to achieve hill descent control. This achieves stable driving of the vehicle and also realizes the effect of recovering energy into the battery pack.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0019] Figure 1 This is a schematic diagram illustrating the implementation environment of a vehicle's hill descent control, as shown in an exemplary embodiment of this application.

[0020] Figure 2 This is a flowchart illustrating a vehicle's hill descent control, as shown in an exemplary embodiment of this application.

[0021] Figure 3 yes Figure 2 The flowchart of step S220 in the illustrated embodiment is shown in an exemplary embodiment.

[0022] Figure 4 Yes, yes Figure 2 A flowchart of step S220 in another exemplary embodiment shown in the illustrated example;

[0023] Figure 5 yes Figure 2 The flowchart shown is a step S230 in an exemplary embodiment.

[0024] Figure 6 This is a flowchart illustrating a vehicle's hill descent control, as shown in another exemplary embodiment of this application;

[0025] Figure 7 This is a simplified flowchart illustrating a vehicle's hill descent control, as shown in another exemplary embodiment of this application.

[0026] Figure 8 This is a schematic diagram of a simplified system block diagram of a vehicle's hill descent control, as shown in another exemplary embodiment.

[0027] Figure 9 This is a block diagram illustrating a hill descent control device for a vehicle, as shown in an exemplary embodiment of this application.

[0028] Figure 10 A schematic diagram of the structure of a computer system suitable for implementing the electronic device of the present application is shown. Detailed Implementation

[0029] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0030] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0031] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0032] In this application, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0033] First, it's important to clarify that Hill Descent Control (HDC), also known as a slope control system, is an automatic control system for downhill driving. It allows the driver to smoothly traverse steep downhill sections without needing to use the brake pedal. As needed, the braking system automatically controls each wheel to move forward at a slightly faster speed than the vehicle's travel speed, allowing the driver to focus entirely on steering. In short, it enables the vehicle to safely navigate steep inclines under controlled conditions. The HDC system works by combining engine braking with ABS (Anti-lock Braking System) to maintain a low speed without losing tire traction when descending steep slopes. HDC requires the transmission to be in first gear or reverse (there are two types of downhill driving: forward and reverse), and the system essentially sets a speed limit.

[0034] Current hill descent control systems in mass-produced vehicles and hybrid electric vehicles require both mechanical and electric braking. Most of the energy is consumed by heat generated from friction during mechanical braking, resulting in low energy recovery efficiency. Furthermore, existing hill descent control systems need to acquire real-time signals such as vehicle acceleration and road gradient for speed control. The calculation accuracy of the gradient signal is poor, making it impossible to accurately obtain the actual road gradient. Moreover, they require a large amount of calibration data from actual slope driving. Drivers cannot customize the hill descent speed, resulting in poor hill descent control performance.

[0035] This application provides a method for hill descent control of a vehicle, which enables the vehicle to adjust its speed in real time according to the driver's intention when descending a steep slope, ensuring that the vehicle drives stably as expected by the driver, avoiding loss of control on steep slopes, alleviating driver fatigue on mountain roads, and improving vehicle driving safety; at the same time, it maximizes the use of the drive motor for braking energy recovery, improving the energy recovery utilization rate.

[0036] Figure 1 This is a schematic diagram illustrating the implementation environment of a vehicle's hill descent control, as shown in an exemplary embodiment of this application. Figure 1 As shown, the vehicle is equipped with an on-board terminal 110. The on-board terminal 110 obtains real-time vehicle parameters from the vehicle's overall controller and sends them to the server 120. The server 120 determines whether the vehicle meets the conditions for entering hill descent control based on these real-time vehicle parameters. If the vehicle meets the conditions, the server 120 uses the vehicle's speed when entering hill descent control mode as the target speed and calculates the braking feedback torque based on this target speed, ensuring that the vehicle's speed in hill descent control mode is less than or equal to the target speed. The server 120 sends the required braking feedback torque back to the on-board terminal 110, which then sends this braking feedback torque to the drive motor controller to control the vehicle's drive motor to execute the braking torque. This enables the vehicle to maintain stable driving as expected in hill descent control mode, avoiding loss of control on steep slopes, reducing driver fatigue on mountain roads, and improving vehicle driving safety. Simultaneously, it maximizes the use of the drive motor for braking energy recovery, improving energy recovery efficiency.

[0037] Figure 1The navigation server 120 shown is a navigation server, which can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms. No restrictions are placed on this. The vehicle terminal 110 can communicate with the server 120 via wireless networks such as 3G (third-generation mobile information technology), 4G (fourth-generation mobile information technology), and 5G (fifth-generation mobile information technology). No restrictions are placed on this as well.

[0038] Please see Figure 2 , Figure 2 This is a flowchart illustrating a steep slope descent method for a vehicle, as shown in an exemplary embodiment of this application. This method can be applied to... Figure 1 The implementation environment is shown, and the method is specifically executed by the vehicle-mounted terminal in that implementation environment. It should be understood that the method can also be applied to other exemplary implementation environments and specifically executed by devices in other implementation environments. This embodiment does not limit the implementation environment to which the method is applicable.

[0039] like Figure 2 As shown, in an exemplary embodiment, the vehicle hill descent control method includes at least steps S210 to S230, which are described in detail below:

[0040] Step S210: Determine whether the vehicle meets the conditions for entering the steep slope descent mode based on real-time vehicle parameters.

[0041] First, it's important to clarify that the Vehicle Control Unit (VCU), as the central control unit of a new energy vehicle, is the core of the entire control system. The VCU collects motor and battery status data, accelerator pedal signals, brake pedal signals, actuator and sensor signals, and, after comprehensively analyzing the driver's intentions and making corresponding judgments, monitors the actions of lower-level component controllers. It is responsible for the vehicle's normal operation, brake energy feedback, energy management of the engine and battery, network management, fault diagnosis and handling, and vehicle status monitoring, thereby ensuring the vehicle operates normally and stably with good power, high economy, and high reliability.

[0042] In this embodiment, real-time vehicle parameters are acquired through the vehicle's vehicle controller. These parameters include the accelerator pedal signal, brake pedal signal, wheel speed signal from the gear speed sensor, and signals from the vehicle's powertrain. Based on the acquired real-time vehicle parameters, it is determined whether the vehicle meets the conditions for entering hill descent control mode.

[0043] Step S220: If the vehicle meets the conditions for entering the hill descent control mode, the vehicle speed when entering the hill descent control mode is taken as the target vehicle speed in the hill descent control mode, and the braking feedback torque is calculated based on the target vehicle speed.

[0044] Specifically, when the electric vehicle meets the conditions for entering hill descent control based on real-time vehicle parameters from multiple dimensions, the hill descent control mode is activated, allowing the vehicle to enter hill descent control mode. The signal indicating that the vehicle has entered hill descent control mode is sent to the vehicle's instrument panel via the Controller Area Network (CAN bus) and a text prompt is given to the driver to indicate that the hill descent control mode has been activated. At the same time, the vehicle speed at the moment the hill descent control mode is activated is locked, and the locked speed is used as the target speed for the vehicle in hill descent control mode until the next time the hill descent control mode is activated, at which point the target speed is updated.

[0045] Furthermore, using the target vehicle speed as feedback input, the braking feedback torque of the vehicle in the hill descent control mode is calculated. The required braking feedback torque of the vehicle in the hill descent control mode is calculated through the corresponding algorithm. The vehicle speed is controlled by the magnitude of the braking feedback torque to ensure that the actual vehicle speed in the hill descent control mode follows or is less than the target vehicle speed.

[0046] In addition, in some feasible embodiments, when the vehicle enters the hill descent control mode, the vehicle controller continues to monitor the real-time vehicle parameters. When it is determined from the real-time vehicle parameters that the electric vehicle does not meet the requirements for entering the hill descent control mode, the vehicle controller (VCU) sends a CAN network message to the instrument panel to remind the driver to exit the hill descent control mode.

[0047] Step S230: Control the drive motor to perform braking regenerative torque.

[0048] Specifically, in the adaptive hill descent control mode for mountain road conditions, the vehicle controller does not request positive drive torque. Instead, it uses the vehicle speed at the moment hill descent is activated as the target speed and then calculates the regenerative braking torque of the drive motor in real time according to a corresponding algorithm to ensure that the vehicle descends the slope at a constant speed or decelerates at the target speed. Correspondingly, the calculated regenerative braking torque of the drive motor is sent to the drive motor controller to request the drive motor to generate regenerative braking torque to adjust the vehicle speed in real time. When the regenerative braking torque is adjusted from a negative value to zero, the motor torque request no longer increases.

[0049] In this embodiment, the vehicle controller acquires real-time vehicle parameters and determines whether the vehicle meets the conditions for entering hill descent control mode based on these parameters. Therefore, using the vehicle's current parameters as the condition for entering hill descent control mode is not limited to downhill driving. If the vehicle meets the conditions, the real-time vehicle speed at which it enters hill descent control mode is used as the target speed. The real-time regenerative braking torque of the vehicle's drive motor is calculated based on this target speed to ensure the vehicle maintains a constant speed or decelerates at the target speed. This allows for speed control and energy recovery using the drive motor's braking, reducing the reliance on mechanical braking and improving driving safety.

[0050] Based on the above embodiments, please refer to Figure 3 In one exemplary embodiment provided in this application, the real-time vehicle parameters acquired by the vehicle controller include the vehicle's brake pedal opening signal value, accelerator pedal opening signal value, vehicle speed signal value, and powertrain status. The specific implementation process of determining whether the vehicle meets the conditions for entering the hill descent control mode based on the acquired real-time vehicle parameters may further include steps S310 to S350, which are detailed below:

[0051] Step S310: Compare the vehicle's brake pedal opening signal value with a preset brake pedal opening threshold to determine whether the brake pedal has been released.

[0052] Step S320: Compare the accelerator pedal opening signal value of the vehicle with the preset accelerator pedal opening threshold to determine whether the accelerator pedal has been released.

[0053] Specifically, the vehicle's vehicle control unit (VCU) collects the current accelerator pedal and brake pedal signals, and determines whether the accelerator and brake pedals are fully released based on the signal values ​​of the brake pedal and accelerator pedal. Because the values ​​fed back by the brake pedal and accelerator pedal sensors may fluctuate slightly during driving due to vibration, interference, or errors, the accelerator and brake pedals are determined by setting brake pedal opening thresholds and accelerator pedal opening thresholds.

[0054] Step S330: Determine whether the vehicle's wheel speed sensors are working properly to determine whether the vehicle speed signal value is valid.

[0055] Specifically, since the vehicle speed signal is sent to the vehicle control unit (VCU) through other controllers such as the Electronic Stability Program (ESP) or the Body Control System (BCS), the vehicle speed signal is collected by the gear speed sensor and then sent to the VCU via the BCS. Therefore, it is possible to determine whether the vehicle's wheel speed sensors are working properly. Specifically, this can be done by checking whether the wheel speed sensors are faulty, whether the wheel speed sensor voltage exceeds the limit, and whether the detected wheel speed value exceeds the upper limit of the wheel speed sensor's operation.

[0056] If the wheel speed sensor is found to be working properly, then the vehicle speed signal value collected by the wheel speed sensor can be determined to be valid.

[0057] Step S340: Determine if there is a fault in the vehicle's power system.

[0058] Specifically, the various components of the vehicle's powertrain system are inspected to determine if there are any faults. This mainly includes inspecting the motor system, electronic control system, and battery management system (BMS) within the powertrain system to confirm that there are no faults in the vehicle's powertrain.

[0059] In step S350, if the vehicle's brake pedal is released, the accelerator pedal is released, the vehicle speed signal value is valid, and there is no fault in the power system, then the vehicle is determined to meet the conditions for entering the hill descent control mode.

[0060] Specifically, if the brake pedal opening signal value of the vehicle is compared with the preset brake pedal opening threshold, and it is determined that the brake pedal of the vehicle is fully released; if the accelerator pedal opening signal value of the vehicle is compared with the preset accelerator pedal opening threshold, and it is determined that the brake pedal of the vehicle is fully released; and if it is determined that the wheel speed sensor of the vehicle is working normally, and that the power system of the vehicle is working normally without fault, then the vehicle is determined to meet the conditions for entering the hill descent control mode.

[0061] Furthermore, in this embodiment, when all the above conditions are met, the vehicle's overall controller activates the hill descent control mode and sends a message signal through the vehicle's CAN network to the vehicle's ignition control module instrument panel to provide a text prompt, indicating to the driver that the vehicle's hill descent control mode has been activated.

[0062] In addition, in some feasible technical solutions, after the vehicle enters the hill descent control mode, the real-time vehicle parameters of the vehicle continue to be monitored. When any of the following conditions are met, such as the brake pedal opening signal value exceeding the preset signal value threshold hysteresis, the accelerator pedal opening signal value exceeding the preset signal value threshold hysteresis, or the vehicle speed signal being invalid, or the vehicle power system malfunctioning, the vehicle is controlled to exit the hill descent control mode, and the driver is reminded to control the vehicle speed by using the brake pedal.

[0063] In this embodiment, by comparing the brake pedal opening signal value, accelerator pedal opening value, wheel speed sensor operating status, and powertrain operating status, if each of these values ​​meets its preset condition, the vehicle is determined to meet the conditions for entering hill descent control mode, and then the vehicle is controlled to enter hill descent control mode. Thus, by using readily available and precise vehicle parameters as the basis for determining whether the vehicle meets the conditions for entering hill descent control mode, the process of obtaining vehicle parameters is simplified, and the accuracy of the obtained vehicle parameters is improved.

[0064] Furthermore, based on the above embodiments, please refer to... Figure 4 In one exemplary embodiment provided in this application, the specific implementation process of calculating the vehicle's braking feedback torque based on the target vehicle speed may further include steps S410 and S420, which are detailed below:

[0065] Step S410: Obtain real-time vehicle parameters in hill descent control mode through the vehicle controller. The real-time vehicle parameters include real-time vehicle speed.

[0066] First, it should be noted that, as mentioned above, when all vehicle parameters meet the preset conditions—that is, the brake pedal opening signal value and the accelerator pedal opening signal value match their respective thresholds, and the vehicle's wheel speed sensors and power system are all functioning normally—then the vehicle's Vehicle Control Unit (VCU) activates the hill descent control mode and simultaneously latches the vehicle's speed at the moment the hill descent control mode is activated. This latched speed is then used as the target speed for the electric vehicle in this hill descent control mode until the next time hill descent control mode is entered, at which point the target speed is updated again.

[0067] When the vehicle enters the hill descent control mode, the vehicle's real-time vehicle parameters in the hill descent control mode are obtained through the vehicle's vehicle control unit (VCU), including the real-time vehicle speed.

[0068] Furthermore, in some feasible solutions, after the vehicle enters the hill descent control mode, the vehicle's real-time vehicle parameters in this mode are obtained through the vehicle's vehicle control unit (VCU). These real-time vehicle parameters include the brake pedal opening signal value, accelerator pedal opening signal value, vehicle speed signal value, and power system status. The system then determines whether the real-time vehicle parameters still meet the preset conditions under the hill descent control mode. If the vehicle parameters do not meet the preset conditions, the VCU immediately controls the electric vehicle to exit the hill descent control mode and sends a message signal to the instrument panel via the network to provide text and voice prompts, reminding the driver to exit the hill descent control mode and use the brake pedal to control the vehicle speed.

[0069] Step S420: Calculate the speed difference between the target vehicle speed and the real-time vehicle speed, and calculate the braking feedback torque based on the speed difference.

[0070] Specifically, as mentioned above, when a vehicle enters the hill descent control mode, the vehicle speed at the moment the hill descent control mode is activated is taken as the target speed. In the hill descent control mode, in order to ensure that the electric vehicle travels downhill at a constant speed or decelerates at the target speed, in this embodiment, the speed difference between the real-time speed of the electric vehicle in the hill descent control mode and the target speed is calculated, and the magnitude of the braking feedback torque requested from the vehicle's drive motor is calculated based on the speed difference, so as to jump the real-time speed of the electric vehicle through the braking feedback torque generated by the drive motor.

[0071] Furthermore, in this embodiment, when the calculated braking feedback torque is adjusted from a negative value to zero, the driving motor is no longer requested to generate braking feedback torque.

[0072] In this embodiment, the vehicle speed when the electric vehicle activates the hill descent control mode is taken as the target speed. The speed difference between the real-time vehicle speed and the target speed in the hill descent control mode is then calculated. Based on this speed difference, the braking feedback torque requested from the vehicle's drive motor is calculated. The real-time vehicle speed is adjusted by the braking feedback torque generated by the drive motor. This not only ensures that the vehicle travels downhill at a constant speed or decelerates at the target speed in the hill descent control mode, but also improves the energy recovery and utilization rate in the hill descent control mode.

[0073] Furthermore, based on the above embodiments, in one exemplary embodiment provided in this application, the process of calculating the speed difference between the target vehicle speed and the real-time vehicle speed, and calculating the braking feedback torque based on the speed difference, may further include:

[0074] The real-time vehicle speed is used as the input to the anti-integral saturation controller, which calculates the speed difference between the target vehicle speed and the real-time vehicle speed, and calculates the braking feedback torque based on the speed difference.

[0075] Specifically, in industrial process control, a control system that controls the object by comparing the real-time data of the controlled object with the given value using the proportional, integral, and derivative factors is called a PID (Proportional Integral Derivative) control system. P (Proportional) control: Its main function is to control the object in a linear manner, dynamically outputting a constant proportional gain, but it will produce a steady-state error. I (Integral) control: Its main function is to eliminate the steady-state error generated by P proportional control, but it will increase overshoot. D (Derivative) control: Its main function is to reduce the overshoot generated by I integral control and increase the inertial response speed.

[0076] Specifically, in this embodiment, the target vehicle speed latched when the vehicle enters the hill descent control mode is used as the target of the PID control algorithm, and the current real-time vehicle speed is used as the feedback input of the PID control algorithm. The speed difference between the current vehicle speed and the target vehicle speed in the hill descent control mode is calculated, and the magnitude of the braking feedback torque of the drive motor is adjusted in real time according to the error between the current vehicle speed and the target vehicle speed through the PID algorithm, so as to achieve the control of the vehicle speed, ensuring that the real-time vehicle speed follows the target vehicle speed, or ensuring that the actual vehicle speed is less than the target vehicle speed when the current road condition slope is small.

[0077] Furthermore, in the above embodiments, the PID control algorithm undergoes integral anti-saturation processing. This means that when external disturbances exist or the system's capabilities are insufficient, overflow of the PID output is avoided. Specifically, in some feasible solutions, the upper limit of the PID control algorithm's output can be set to zero, and the lower limit can be set to the maximum braking feedback torque of the electric vehicle's drive motor.

[0078] In this embodiment, the real-time vehicle speed is used as the input to the anti-integral PID control algorithm. The anti-integral PID control algorithm calculates the speed difference between the real-time vehicle speed and the target vehicle speed. The braking feedback torque of the vehicle's drive motor is adjusted in real time based on this speed difference to control the vehicle speed. This ensures that the actual vehicle speed follows or is less than the target vehicle speed. It also enables fast, low-error, and low-overshoot control of hill descent control, improving the comfort of hill descent control.

[0079] Based on the above embodiments, please refer to Figure 5 In one exemplary embodiment provided in this application, the specific implementation process of controlling the drive motor to execute the braking feedback torque may further include steps S510 and S520, which are described in detail below:

[0080] Step S510: Determine whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor;

[0081] In step S520, if the braking feedback torque does not exceed the limit of the real-time operating output torque of the drive motor, then control the drive motor to perform the braking feedback torque.

[0082] Specifically, as mentioned above, the required braking feedback torque for the vehicle's drive motor is calculated using an anti-integral PID control algorithm. However, the braking feedback torque that the vehicle's drive motor can output is limited under different vehicle parameters. Therefore, after calculating the required braking feedback torque, it is necessary to determine whether the braking feedback torque exceeds the vehicle's real-time operating output torque limit. If it does not exceed the vehicle's real-time output torque limit, a request is sent to the drive motor controller, including a request for the magnitude of the braking feedback torque to be output by the drive motor. The drive motor controller then controls the drive motor to output a corresponding amount of braking feedback torque to adjust the vehicle's real-time speed in hill descent control mode to follow the target speed or be less than the target speed.

[0083] In this embodiment, by determining whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor, if the braking feedback torque does not exceed the limit of the real-time operating output torque of the drive motor, the braking feedback torque is then sent to the drive motor controller, so as to ensure that the braking feedback torque is output within the range of the real-time operating output torque of the drive motor and improve driving safety.

[0084] Furthermore, based on the above embodiments, please refer to... Figure 6 In one exemplary embodiment provided in this application, the aforementioned real-time vehicle parameters include the real-time discharge capacity of the vehicle's battery pack and the real-time winding temperature of the drive motor. The specific implementation process for determining whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor may further include steps S610 to S630, which are detailed below:

[0085] Step S610: Determine the upper and lower limits of the real-time operating output torque of the drive motor based on the real-time discharge capacity of the vehicle's battery pack and the real-time winding temperature of the drive motor.

[0086] Specifically, real-time vehicle parameters are obtained through the vehicle's vehicle control unit (VCU), including the real-time discharge capacity of the battery pack and the real-time winding temperature of the drive motor. These parameters can be obtained through corresponding controllers or sensors; this embodiment does not impose any limitations on this. In some feasible embodiments, the upper and lower limits of the vehicle's real-time operating output torque can be determined by looking up the real-time discharge capacity of the battery pack and the real-time winding temperature of the drive motor in a pre-set drive motor operating output torque calibration table.

[0087] Step S620: Limit the slope of the upper and lower limits of the real-time operating output torque of the drive motor to obtain the limit of the real-time operating output torque of the drive motor.

[0088] Specifically, in some feasible embodiments, to ensure that the braking regenerative braking of the vehicle's drive motor is not abrupt, it is necessary to limit the upper and lower limits of the real-time operating output torque of the vehicle's drive motor using slope parameters. Specifically, the slope parameter limitation is calculated based on the allowable slope change value calibrated for drivability, determining the upper and lower limits of the drive motor's allowable output torque at the next moment. The original torque output command of the drive motor is compared with the upper and lower limits of the slope limitation, controlling the final motor torque output command within the upper and lower limits of the slope. This improves driving comfort and safety.

[0089] Step S630: Determine whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor.

[0090] Specifically, as described in the above embodiments, the speed difference between the target vehicle speed and the real-time vehicle speed is calculated, and the real-time braking feedback torque required by the vehicle is calculated based on the speed difference. The relationship between this braking feedback torque and the limitation of the real-time operating output torque of the drive motor is then compared. This not only improves driving safety but also ensures driving stability.

[0091] Furthermore, based on the above embodiments, in one exemplary embodiment provided in this application, the above-mentioned vehicle hill descent control method further includes the following steps:

[0092] If the braking feedback torque exceeds the limit of the real-time output torque of the drive motor, the vehicle controller sends a network message to the vehicle's instrument panel to indicate that the braking feedback capability of the drive motor is insufficient and requests that the vehicle speed be controlled through the vehicle's mechanical braking.

[0093] As mentioned above, if the braking feedback torque of the hill descent control exceeds the limit of the drive motor's allowable output torque, a message signal is sent to the instrument panel via the CAN network to provide text and / or voice prompts, reminding the driver that the vehicle's electric braking capacity is insufficient and requesting the driver to control the vehicle speed through mechanical braking. This improves driving safety and smoothness.

[0094] Figure 7 This is a simplified service flow diagram illustrating a steep slope descent method for vehicles, as shown in an exemplary embodiment of this application. Figure 7 As shown, the driver can apply to enter the adaptive hill descent control mode by clicking a button. The vehicle controller obtains real-time vehicle parameters. After the vehicle meets the requirements for entering the hill descent control mode, the controller calculates the vehicle's braking feedback torque to control the vehicle's speed in the hill descent control mode.

[0095] Specifically, the vehicle's real-time vehicle parameters are obtained through the vehicle's overall controller. These real-time vehicle parameters include the vehicle's brake pedal opening signal value, accelerator pedal opening signal value, vehicle speed signal value, and powertrain operating status. In some feasible solutions, the powertrain includes components such as the motor, electronic control system, battery management system (BMS), and battery.

[0096] The vehicle controller obtains real-time vehicle parameters to determine whether the vehicle meets the preset conditions for entering the hill descent control mode. Specifically, it compares the vehicle's brake pedal opening signal value with a preset brake pedal opening threshold to determine if the brake pedal is released; it compares the vehicle's accelerator pedal opening signal value with a preset accelerator pedal opening threshold to determine if the accelerator pedal is released; it checks if the vehicle's wheel speed sensors are functioning properly to determine if the vehicle speed signal value is valid; and it checks for faults in the vehicle's powertrain. If the brake pedal is released, the accelerator pedal is released, the vehicle speed signal value is valid, and there are no faults in the powertrain, then the vehicle is deemed to meet the conditions for entering the hill descent control mode.

[0097] When a vehicle meets the conditions for entering hill descent control mode, its real-time speed at the time of entry into hill descent control mode is used as the target speed for that mode. In some feasible solutions, this embodiment also includes determining whether hill descent control mode has been activated. If not activated, the vehicle controller sends a CAN network message to the vehicle's instrument panel to prompt the driver to activate hill descent control mode by pressing a button, and updates the recorded current speed as the target speed.

[0098] When the vehicle enters the hill descent control mode, the real-time vehicle parameters are obtained through the vehicle controller. The real-time vehicle speed is used as the input of the anti-integral controller. The anti-integral saturation PID controller calculates the speed difference between the target speed and the real-time speed, and calculates the magnitude of the braking feedback torque based on the speed difference.

[0099] Based on the real-time vehicle parameters obtained from the vehicle controller, including the real-time discharge capacity of the vehicle's battery pack and the real-time winding temperature of the drive motor, the upper and lower limits of the real-time operating output torque of the vehicle's drive motor are retrieved from the calibration table. The slope of the upper and lower limits of the real-time operating output torque of the drive motor is then limited to obtain the limit of the real-time operating output torque of the drive motor. Finally, it is determined whether the aforementioned braking feedback torque exceeds the limit of the real-time operating output torque of the vehicle's drive motor.

[0100] If the regenerative braking torque does not exceed the limit of the vehicle's drive motor's real-time output torque, a regenerative braking torque request is sent to the drive motor controller to control the drive motor to perform regenerative braking and recover energy to the battery pack. If the regenerative braking torque exceeds the limit of the drive motor's real-time output torque, a network message is sent to the vehicle's instrument panel through the vehicle controller to indicate that the drive motor's regenerative braking capability is insufficient and to request that the vehicle's speed be controlled through mechanical braking.

[0101] Figure 8 This is a simplified system flowchart for a vehicle's steep slope descent in an exemplary application scenario, such as... Figure 8 As shown, the vehicle control unit (VCU) acquires real-time vehicle parameters, including accelerator pedal signals, brake pedal signals, and powertrain status information, and obtains the vehicle's real-time speed through the electronic stability program (ESP). The system compares the brake pedal opening signal value with a preset brake pedal opening threshold to determine if the brake pedal is released; compares the accelerator pedal opening signal value with a preset accelerator pedal opening threshold to determine if the accelerator pedal is released; checks the validity of the vehicle speed signal value; and checks for powertrain malfunctions. If the brake pedal is released, the accelerator pedal is released, the vehicle speed signal is valid, and there are no powertrain malfunctions, the vehicle meets the conditions for entering hill descent control mode. The vehicle speed when entering hill descent control mode is used as the target speed in hill descent control mode, and the regenerative braking torque is calculated based on the target speed. A regenerative braking torque request is then sent to the drive motor controller, which uses space vector pulse width modulation to control the drive motor to execute regenerative braking torque, thereby recovering braking energy to the battery pack.

[0102] Figure 9 This is a block diagram illustrating a hill descent control device for a vehicle, as shown in an exemplary embodiment of this application. The device is applicable to... Figure 1 The implementation environment shown can be specifically configured in the vehicle terminal 110, such as... Figure 9 As shown, the device includes:

[0103] The acquisition module 910 acquires the real-time vehicle parameters and determines whether the vehicle meets the conditions for entering the hill descent control mode based on the real-time vehicle parameters; the calculation module 920 calculates the vehicle speed when entering the hill descent control mode as the target speed of the vehicle in the hill descent control mode if the vehicle meets the conditions for entering the hill descent control mode, and calculates the braking feedback torque based on the target speed; the control module 930 controls the drive motor to execute the braking feedback torque.

[0104] According to one aspect of the embodiments of this application, the real-time vehicle parameters include the vehicle's brake pedal opening signal value, accelerator pedal opening signal value, vehicle speed signal value, and powertrain status. The aforementioned determination module 910 includes:

[0105] The first comparison unit compares the vehicle's brake pedal opening signal value with a preset brake pedal opening threshold to determine whether the brake pedal is released. The second comparison unit compares the vehicle's accelerator pedal opening signal value with a preset accelerator pedal opening threshold to determine whether the accelerator pedal is released. The first judgment unit determines whether the vehicle's wheel speed sensor is working properly to determine whether the vehicle speed signal value is valid. The second judgment unit determines whether there is a fault in the vehicle's power system. The determination unit determines that if the vehicle's brake pedal is released, the accelerator pedal is released, the vehicle speed signal value is valid, and there is no fault in the power system, then the vehicle meets the conditions for entering the hill descent control mode.

[0106] According to one aspect of an embodiment of this application, the computing module 920 includes:

[0107] The acquisition unit is used to acquire real-time vehicle parameters of the vehicle in the hill descent control mode through the vehicle controller. The real-time vehicle parameters include the real-time vehicle speed. The calculation unit is used to calculate the speed difference between the target vehicle speed and the real-time vehicle speed, and to calculate the braking feedback torque based on the speed difference.

[0108] According to one aspect of an embodiment of this application, the computing unit 920 includes:

[0109] The anti-integral saturation controller unit is used to take the real-time vehicle speed as the input of the anti-integral saturation controller, so as to calculate the vehicle speed difference between the target vehicle speed and the real-time vehicle speed through the anti-integral saturation controller, and calculate the braking feedback torque based on the vehicle speed difference.

[0110] According to one aspect of an embodiment of this application, the control module 930 includes:

[0111] The third judgment unit is used to determine whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor; the sending unit is used to send the braking feedback torque to the drive motor controller if the braking feedback torque does not exceed the limit of the real-time operating output torque of the drive motor.

[0112] According to one aspect of the embodiments of this application, the real-time vehicle parameters include the real-time discharge capacity of the vehicle's battery pack and the real-time winding temperature of the drive motor, and the aforementioned third determination unit includes:

[0113] The determination subunit is used to determine the upper and lower limits of the real-time operating output torque of the drive motor based on the real-time discharge capacity of the vehicle's battery pack and the real-time winding temperature of the drive motor; the slope limiting subunit is used to limit the slope of the upper and lower limits of the real-time operating output torque of the drive motor to obtain the limit of the real-time operating output torque of the drive motor; the judgment subunit is used to determine whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor.

[0114] According to one aspect of the embodiments of this application, the above-mentioned apparatus further includes:

[0115] The second transmitting unit is used to send a network message to the vehicle's instrument panel through the vehicle controller if the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor, so as to indicate that the braking feedback capability of the drive motor is insufficient and request the vehicle speed to be controlled through the vehicle's mechanical braking.

[0116] It should be noted that the vehicle hill descent control device and the vehicle hill descent control method provided in the above embodiments belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments and will not be repeated here. In practical applications, the vehicle hill descent control device provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0117] Embodiments of this application also provide a vehicle having the above-described electric vehicle hill descent control device.

[0118] Figure 10 A schematic diagram of a computer system suitable for implementing the embodiments of this application is shown. It should be noted that... Figure 10 The computer system 1000 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0119] like Figure 10As shown, the computer system 1000 includes a Central Processing Unit (CPU) 1001, which can perform various appropriate actions and processes based on programs stored in Read-Only Memory (ROM) 1002 or programs loaded from storage portion 1008 into Random Access Memory (RAM) 1003, such as performing the methods described in the above embodiments. The RAM 1003 also stores various programs and data required for system operation. The CPU 1001, ROM 1002, and RAM 1003 are interconnected via a bus 1004. An Input / Output (I / O) interface 1005 is also connected to the bus 1004.

[0120] The following components are connected to I / O interface 1005: an input section 1006 including a keyboard, mouse, etc.; an output section 1007 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 1008 including a hard disk, etc.; and a communication section 1009 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 1009 performs communication processing via a network such as the Internet. A drive 1010 is also connected to I / O interface 1005 as needed. Removable media 1011, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 1010 as needed so that computer programs read from them can be installed into storage section 1008 as needed.

[0121] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 1009, and / or installed from removable medium 1011. When the computer program is executed by central processing unit (CPU) 1001, it performs various functions defined in the system of this application.

[0122] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0123] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0124] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0125] Another aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned method for hill descent control of a vehicle. This computer-readable storage medium may be included in the electronic device described in the above embodiments, or it may exist independently and not incorporated into that electronic device.

[0126] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the vehicle hill descent control method provided in the various embodiments described above.

[0127] The above description is merely a preferred exemplary embodiment of this application and is not intended to limit the implementation of this application. Those skilled in the art can easily make corresponding modifications or alterations based on the main concept and spirit of this application. Therefore, the scope of protection of this application should be determined by the scope of protection claimed in the claims.

Claims

1. A method for descent of a vehicle on a steep slope, characterized in that, include: Obtain the vehicle's real-time vehicle parameters, and determine whether the vehicle meets the conditions for entering the hill descent control mode based on the real-time vehicle parameters. If the vehicle meets the conditions for entering the hill descent control mode, then the vehicle speed when entering the hill descent control mode is taken as the target vehicle speed in the hill descent control mode, and the braking feedback torque is calculated based on the target vehicle speed. Control the drive motor to execute the braking feedback torque; The control of the drive motor to execute the braking feedback torque includes: If the braking feedback torque is adjusted from a negative value to zero, then the drive motor will no longer be requested to generate braking feedback torque. If the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor, a network message is sent to the vehicle's instrument panel to indicate that the braking feedback capability of the drive motor is insufficient and to request that the vehicle speed be controlled through the vehicle's mechanical braking. The method further includes: The upper and lower limits of the real-time operating output torque of the drive motor are obtained by looking up a table based on the real-time discharge capacity of the vehicle's battery pack and the real-time winding temperature of the drive motor. The upper and lower limits of the operating output torque of the drive motor are limited by a slope to obtain the limit of the real-time operating output torque of the drive motor; it is then determined whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor.

2. The method as described in claim 1, characterized in that, The real-time vehicle parameters include the vehicle's brake pedal opening signal value, accelerator pedal opening signal value, vehicle speed signal value, and powertrain status; the step of determining whether the vehicle meets the conditions for entering hill descent control mode based on the real-time vehicle parameters includes: The brake pedal opening signal value of the vehicle is compared with a preset brake pedal opening threshold to determine whether the brake pedal has been released. The accelerator pedal opening signal value of the vehicle is compared with a preset accelerator pedal opening threshold to determine whether the accelerator pedal is released. Determine whether the vehicle's wheel speed sensors are working properly to determine whether the vehicle speed signal value is valid; Determine if there is a fault in the vehicle's powertrain system; If the brake pedal is released, the accelerator pedal is released, the vehicle speed signal value is valid, and there is no fault in the power system, then the vehicle is determined to meet the conditions for entering the hill descent control mode.

3. The method as described in claim 1, characterized in that, The calculation of braking feedback torque based on the target vehicle speed includes: The vehicle controller obtains the real-time vehicle parameters of the vehicle in the steep hill descent mode, including the real-time vehicle speed. Calculate the speed difference between the target vehicle speed and the real-time vehicle speed, and calculate the braking feedback torque based on the speed difference.

4. The method as described in claim 3, characterized in that, The calculation of the speed difference between the target vehicle speed and the real-time vehicle speed, and the calculation of the braking feedback torque based on the speed difference, includes: The real-time vehicle speed is used as the input to the anti-integral saturation controller, which calculates the speed difference between the target vehicle speed and the real-time vehicle speed, and calculates the braking feedback torque based on the speed difference.

5. The method according to any one of claims 1 to 4, characterized in that, The control of the drive motor to execute the braking feedback torque includes: Determine whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor; If the braking feedback torque does not exceed the limit of the real-time operating output torque of the drive motor, then the drive motor is controlled to execute the braking feedback torque.

6. The method as described in claim 5, characterized in that, The real-time vehicle parameters include the real-time discharge capacity of the vehicle's battery pack and the real-time winding temperature of the drive motor. Determining whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor includes: The upper and lower limits of the real-time operating output torque of the drive motor are determined based on the real-time discharge capacity of the vehicle's battery pack and the real-time winding temperature of the drive motor. The upper and lower limits of the real-time operating output torque of the drive motor are limited by a slope to obtain the limit of the real-time operating output torque of the drive motor; Determine whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor.

7. The method as described in claim 5, characterized in that, The method further includes: If the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor, a network message is sent to the vehicle's instrument panel through the vehicle controller to indicate that the braking feedback capability of the drive motor is insufficient and to request that the vehicle speed be controlled through the vehicle's mechanical braking.

8. A hill descent control device for a vehicle, characterized in that, include: The judgment module obtains the real-time vehicle parameters of the vehicle and determines whether the vehicle meets the conditions for entering the steep slope descent mode based on the real-time vehicle parameters. The calculation module is used to, if the vehicle meets the conditions for entering the hill descent control mode, take the vehicle speed when entering the hill descent control mode as the target vehicle speed in the hill descent control mode, and calculate the braking feedback torque based on the target vehicle speed. The control module is used to control the drive motor to execute the braking feedback torque; The method of controlling the drive motor to execute the braking feedback torque includes: if the braking feedback torque is adjusted from a negative value to zero, then no longer requesting the drive motor to generate braking feedback torque; if the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor, then sending a network message to the vehicle's instrument panel to indicate that the braking feedback capability of the drive motor is insufficient and requesting that the vehicle speed be controlled through the vehicle's mechanical braking. The control module is also used to obtain the upper and lower limits of the real-time operating output torque of the drive motor by looking up a table based on the real-time discharge capacity of the vehicle's battery pack and the real-time winding temperature of the drive motor. The upper and lower limits of the operating output torque of the drive motor are limited by a slope to obtain the limit of the real-time operating output torque of the drive motor; it is then determined whether the braking feedback torque exceeds the limit of the real-time operating output torque of the drive motor.

9. A vehicle, characterized in that, The vehicle has a hill descent control device as described in claim 8.

10. A computer-readable storage medium, characterized in that, It stores computer-readable instructions that, when executed by a computer's processor, cause the computer to perform the hill descent control method for the vehicle according to any one of claims 1 to 7.

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