A vehicle hill start control method, device, storage medium and equipment

Abstract

This application provides a vehicle hill start control method, device, storage medium, and equipment. In this method, a parking torque coefficient is determined based on the slope, vehicle mass, and the slope coefficient corresponding to the slope. When the vehicle is in hydraulic torque parking mode, if the vehicle's required driving torque is greater than the smaller of the parking torque coefficient and a preset required torque coefficient, or if the driving intention condition is met, the system switches from hydraulic torque parking to motor-driven torque parking. After the hydraulic torque is removed, if the vehicle's required driving torque is less than the smaller value, and the duration of the vehicle not meeting the driving intention condition exceeds a preset time, the system returns to hydraulic torque parking mode. Thus, by controlling the reasonable switching between motor-driven torque and hydraulic torque, the system prevents the vehicle from rolling backwards on a hill start while optimizing the smoothness of the start.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a method, apparatus, storage medium, and device for controlling vehicle hill start. Background Technology

[0002] With the widespread adoption of automobiles, users are paying increasing attention to aspects such as vehicle safety and intelligence, ease of operation, and comfort. In related technologies, during a vehicle's incline start, the parking system begins to reduce the parking torque when it determines that the driving torque has reached a certain value, and this reduction is irreversible. However, due to a certain delay in the parking mechanism's real-time torque assessment, there is a relatively long interaction time between the driving torque and the parking torque, resulting in poor smoothness during incline starts. Summary of the Invention

[0003] The purpose of this application is to provide a vehicle hill start control method, device, storage medium and equipment, which aims to solve the problem of poor smoothness of vehicles during hill start in related technologies.

[0004] In a first aspect, an embodiment of this application provides a vehicle hill start control method, comprising:

[0005] Based on the current slope, vehicle weight, and slope coefficient corresponding to the slope, determine the vehicle's parking torque coefficient.

[0006] When the vehicle is in a hydraulic torque parking state, if the driving torque required by the vehicle is greater than the first torque value, or if the vehicle meets the driving intention conditions, the motor driving torque is controlled to increase to the second torque value, and the hydraulic torque is canceled; wherein, the first torque value is the smaller value between the parking torque coefficient and the preset demand torque coefficient; the second torque value is calculated based on the slope and the total vehicle mass;

[0007] After the hydraulic torque is canceled, if the driving torque required by the vehicle is less than the first torque value, and the duration for which the vehicle does not meet the driving intention conditions exceeds a preset time, the motor driving torque is canceled, and the hydraulic torque is controlled to rise to the second torque value.

[0008] In the above implementation process, the parking torque coefficient is determined based on the slope, vehicle weight, and the slope coefficient corresponding to the slope. When the vehicle is in hydraulic torque parking mode, if the vehicle's required driving torque is greater than the smaller of the parking torque coefficient and the preset required torque coefficient, or if the driving intention condition is met, the parking mode is switched from hydraulic torque parking to motor-driven torque parking. After the hydraulic torque is removed, if the vehicle's required driving torque is less than the smaller value, and the duration of the vehicle not meeting the driving intention condition exceeds a preset time, the vehicle returns to hydraulic torque parking mode. In this way, by switching the hydraulic torque to the motor-driven torque in advance for parking on a slope, the delay in the parking mechanism's torque judgment can be eliminated. At the same time, the long-term and large interaction range between the motor-driven torque and the hydraulic torque caused by the judgment delay can be avoided. This not only prevents the vehicle from rolling back on a slope, but also optimizes the smoothness of starting and can adapt to different slopes.

[0009] Furthermore, in some embodiments, the parking torque coefficient is positively correlated with the product of the slope, vehicle mass, and gradient coefficient.

[0010] In the above implementation process, a specific method for calculating the parking torque coefficient is provided, that is, after the controller obtains the three parameters of slope, vehicle mass and slope coefficient, it first calculates the product of the three parameters, and then calculates the parking torque coefficient based on the product.

[0011] Furthermore, in some embodiments, the driving intent condition includes at least one of the following:

[0012] The system detected that the user pressed the brake pedal and switched driving modes.

[0013] In the above implementation process, when the user presses the brake pedal or switches driving modes, it is considered that there is a driving intention, which triggers the switching operation of motor driving torque and hydraulic torque. In this way, the user's driving needs can be judged more sensitively, so as to be flexibly applied in more scenarios.

[0014] Furthermore, in some embodiments, the second torque value is positively correlated with the product of the slope and the vehicle mass.

[0015] In the above implementation process, a specific method for calculating the second torque value is provided. After obtaining the slope and the total vehicle mass, the controller first calculates the product of the two parameters, and then calculates the second torque value based on the product. In this way, the vehicle has sufficient parking force.

[0016] Furthermore, in some embodiments, the method further includes:

[0017] After the hydraulic torque is removed, if the driving torque required by the vehicle is less than the second torque value, the motor driving torque is controlled to remain at the second torque value.

[0018] In the above implementation process, after the hydraulic torque is removed, the controller continuously monitors the driving torque demand of the vehicle. If the driving torque demand is less than the second torque value, the vehicle's motor driving torque remains unchanged at the second torque value, thereby ensuring parking performance.

[0019] Furthermore, in some embodiments, the method further includes:

[0020] After the hydraulic torque is canceled, if the vehicle enters a driving state, the driving torque control logic is executed.

[0021] In the above implementation process, after the hydraulic torque is removed, the controller begins to determine the vehicle status. If the vehicle enters the driving state, it enters the normal driving torque control logic to ensure the normal driving of the vehicle.

[0022] Secondly, an embodiment of this application provides a vehicle hill start control device, comprising:

[0023] The determination module is used to determine the parking torque coefficient of the vehicle based on the current slope, the vehicle mass, and the slope coefficient corresponding to the slope.

[0024] The switching module is used to, when the vehicle is in a hydraulic torque parking state, if the driving torque demand of the vehicle is greater than a first torque value, or if the vehicle meets the driving intention conditions, control the motor driving torque to increase to a second torque value and cancel the hydraulic torque; wherein, the first torque value is the smaller value between the parking torque coefficient and the preset demand torque coefficient; the second torque value is calculated based on the slope and the total vehicle mass;

[0025] The recovery module is used to, after canceling the hydraulic torque, if the driving torque required by the vehicle is less than the first torque value, and the duration for which the vehicle does not meet the driving intention conditions exceeds a preset time, cancel the motor driving torque and control the hydraulic torque to rise to the second torque value.

[0026] Thirdly, an electronic device provided in this application includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the method as described in any of the first aspects.

[0027] Fourthly, embodiments of this application provide a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the method described in any of the first aspects.

[0028] Fifthly, embodiments of this application provide a computer program product that, when run on a computer, causes the computer to perform the method described in any of the first aspects.

[0029] Other features and advantages disclosed in this application will be set forth in the following description, or some features and advantages may be inferred from the description or determined without doubt, or may be learned by practicing the above-described technology disclosed in this application.

[0030] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0031] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 A flowchart of a vehicle hill start control method provided in this application embodiment;

[0033] Figure 2 A schematic diagram of a system structure for a control scheme to prevent a vehicle from rolling backwards on a slope, provided in an embodiment of this application;

[0034] Figure 3 A schematic diagram illustrating the implementation process of a control scheme for preventing a vehicle from rolling backwards on a slope, provided in an embodiment of this application;

[0035] Figure 4 A block diagram of a vehicle hill start control device provided in an embodiment of this application;

[0036] Figure 5 This is a structural block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0037] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0038] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0039] As described in the background section, related technologies suffer from poor smoothness during vehicle start-up on inclines. Therefore, this application provides a vehicle control scheme to address the aforementioned problem.

[0040] The embodiments of this application will be described below:

[0041] like Figure 1 As shown, Figure 1 This is a flowchart of a vehicle hill start control method provided in an embodiment of this application. The method can be applied to the vehicle control unit (VCU) of an automobile. The VCU is the core of the entire vehicle control system, responsible for normal vehicle operation, regenerative braking, energy management of the vehicle's drive system and battery, and vehicle status monitoring. The VCU can communicate with other units, such as the battery management system (BMS), via a CAN (Controller Area Network) bus or a LIN (Local Interconnect Network) bus. Alternatively, the method can also be applied to a domain controller. Domain controllers generally possess powerful processing power, high real-time performance, and numerous communication peripherals. In domains such as powertrain, chassis control, body control, entertainment systems, and ADAS (Advanced Driving Assistance Systems), the domain controller acts as a high-performance electronic control unit, responsible for handling functional control and forwarding within the domain. For ease of discussion, they will be collectively referred to as controllers below.

[0042] The method includes:

[0043] In step 101, the parking torque coefficient of the vehicle is determined based on the current slope, the vehicle mass, and the slope coefficient corresponding to the slope.

[0044] This embodiment addresses the scenario of a vehicle starting on a slope, meaning the vehicle is currently on a slope. The slope mentioned in this step refers to the steepness of a ground surface unit, typically the ratio of the vertical height of the slope to its horizontal distance. This slope can be obtained using a slope estimation module installed on the vehicle. Optionally, this slope estimation module can be an angle sensor for measuring the slope, a unit that estimates the slope based on onboard GPS and atmospheric pressure sensor information, or a unit that estimates the slope using other sensor information, etc.

[0045] Similar to gradient, vehicle mass is also a crucial parameter affecting vehicle dynamics control. Vehicle mass generally includes the vehicle's own mass and the estimated mass of passengers and cargo. This vehicle mass can be obtained from a vehicle mass estimation module installed on the vehicle. Optionally, this module can be a unit that estimates the vehicle mass by collecting a large number of parameters such as the vehicle's driving force, wind resistance, ground friction, and real-time vehicle acceleration.

[0046] The slope coefficient mentioned in this step corresponds to the slope and can be obtained through actual vehicle calibration for different slopes. In other words, after obtaining the current slope through the slope estimation module, the controller can look up the corresponding slope coefficient in a table. Then, combined with the vehicle mass obtained through the vehicle mass estimation module, it calculates the parking torque coefficient, which serves as a reference coefficient for the vehicle's parking torque on the current slope. Here, the slope coefficient can be considered a lead time, a value less than 1.

[0047] In some embodiments, the parking torque coefficient can be positively correlated with the product of the slope, vehicle weight, and gradient. That is, after obtaining the three parameters of slope, vehicle weight, and gradient, the controller can first calculate the product of these three parameters, and then calculate the parking torque coefficient based on the product.

[0048] In step 102, when the vehicle is in a hydraulic torque parking state, if the driving torque demand of the vehicle is greater than the first torque value, or the vehicle meets the driving intention conditions, the motor driving torque is controlled to increase to the second torque value, and the hydraulic torque is canceled; wherein, the first torque value is the smaller value between the parking torque coefficient and the preset demand torque coefficient; the second torque value is calculated based on the slope and the total vehicle mass;

[0049] The motor drive torque and hydraulic torque mentioned in this step represent two methods of achieving parking. When parking is required, the vehicle can provide parking force on a slope through the drive motor. Through the transmission system, the motor drive torque is converted into parking force applied to the wheels. Alternatively, the vehicle can also use the hydraulic station to output hydraulic pressure to pressurize the wheel cylinders and brake discs, thereby generating parking force. The solution in this embodiment is to control the motor drive torque and hydraulic torque to switch smoothly and reasonably when the vehicle's driving needs are detected, thereby optimizing the smoothness of the vehicle's slope start.

[0050] The vehicle is in a hydraulic torque parking state, meaning it is in a parked state achieved by hydraulic pressure output from a hydraulic station. In this state, it is determined whether the vehicle's required driving torque is greater than the smaller of the parking torque coefficient and a preset required torque coefficient. The required driving torque can be obtained from the module responsible for generating the driving signal. This required driving torque includes, but is not limited to, torque issued by the driver. For example, when the driver applies pressure to the drive pedal, the corresponding module can calculate the required driving torque through its business logic and transmit it to the controller. The preset required torque coefficient mentioned here can be a custom coefficient derived from actual vehicle calibration for different models, combined with empirical values. The significance of this coefficient is that when the vehicle's required driving torque exceeds the preset required torque coefficient, it is considered that the vehicle has a driving intention. Using the smaller of the parking torque coefficient and the preset required torque coefficient as the judgment criterion allows for more sensitive identification of driving intention. For example, when the vehicle is on a gentle slope, the custom required torque coefficient is 50 Nm, and the parking torque coefficient estimated based on the actual slope is 24 Nm. Therefore, the first torque value is the smaller value of 24 Nm. When the vehicle's required driving torque exceeds 24 Nm, it is assumed that the vehicle intends to drive; in this case, the parking torque coefficient takes precedence. Conversely, when the vehicle is on a gentle slope, the custom required torque coefficient is 50 Nm, and the parking torque coefficient estimated based on the actual slope is 300 Nm. Again, the first torque value is the smaller value of 50 Nm. When the vehicle's required driving torque exceeds 50 Nm, it is assumed that the vehicle intends to drive; in this case, the required torque coefficient takes precedence. This adapts to different slopes and can sensitively identify driving intentions, thereby reducing the delay in the parking mechanism's torque determination.

[0051] The driving intent condition mentioned in this step is also used to determine whether the vehicle has a driving intent. It can vary depending on the specific vehicle model and its features, corresponding to different judgment conditions. In some embodiments, the driving intent condition may include at least one of the following: detecting the user pressing the brake pedal or switching driving modes. When the vehicle is in a parked state, there is a high probability that the user needs to drive the vehicle when pressing the brake pedal or switching driving modes. Therefore, this can be considered as a driving intent, triggering the switching operation between the motor driving torque and the hydraulic torque.

[0052] In this embodiment, when a driving intention is detected, the control motor driving torque is increased to a second torque value, while the hydraulic torque is simultaneously canceled. This switches the parking torque from hydraulic torque to a parking torque coefficient. By pre-determining the driving intention and switching accordingly, the judgment delay of the parking mechanism during hill starts is reduced, thereby optimizing the smoothness of vehicle starts on inclines. The second torque value can be positively correlated with the product of the slope and the vehicle mass. That is, after obtaining the slope and vehicle mass, the controller can first calculate the product of these two parameters, and then calculate the second torque value based on this product. Compared to the parking torque coefficient, the second torque value is not affected by the slope coefficient, and therefore is greater than the parking torque coefficient. In other words, the second torque value can also be obtained based on the ratio of the parking torque coefficient to the slope coefficient. For example, if the slope coefficient is 0.6 and the parking torque coefficient is 18 Nm, then the second torque value can be 30 Nm. This ensures that the vehicle has sufficient parking force.

[0053] After step 103, if the driving torque demand of the vehicle is less than the first torque value, and the duration for which the vehicle does not meet the driving intention conditions exceeds a preset time, the motor driving torque is canceled, and the hydraulic torque is controlled to rise to the second torque value.

[0054] This step refers to the following: After the hydraulic torque is released, a timer begins. If the vehicle's required driving torque is less than the smaller of the parking torque coefficient and the preset required torque coefficient, and the duration for which the vehicle does not meet the driving intention conditions exceeds the preset time, it indicates that there is no driving demand. The action described earlier regarding the driving intention may have been a user error or a change of mind. In this case, the driving torque is released, and the hydraulic torque is increased to the second torque value, restoring the hydraulic torque parking state, which has better performance in long-term parking. This ensures that even if there is suddenly no required torque after the hydraulic torque is released, the vehicle can maintain its parking state and prevent rolling backward.

[0055] In some embodiments, the above method may further include: after the hydraulic torque is removed, if the driving torque demand of the vehicle is less than a second torque value, controlling the motor driving torque to remain at the second torque value. That is, after the hydraulic torque is removed, the controller can continuously monitor the driving torque demand of the vehicle, and if the driving torque demand is less than the second torque value, the motor driving torque of the vehicle will remain unchanged at the second torque value, thereby ensuring parking performance.

[0056] Furthermore, in some embodiments, the above method may further include: after the hydraulic torque is released, if the vehicle enters a driving state, executing driving torque control logic. That is, after the hydraulic torque is released, the controller can begin to determine the vehicle state; if the vehicle enters a driving state, it enters the normal driving torque control logic, thereby ensuring the normal driving of the vehicle.

[0057] In this embodiment, the parking torque coefficient is determined based on the slope, vehicle weight, and the slope coefficient corresponding to the slope. When the vehicle is in hydraulic torque parking mode, if the vehicle's required driving torque is greater than the smaller of the parking torque coefficient and the preset required torque coefficient, or if the driving intention condition is met, the parking torque is switched to motor drive torque. After the hydraulic torque is removed, if the vehicle's required driving torque is less than the smaller value, and the duration for which the vehicle does not meet the driving intention condition exceeds a preset time, the vehicle returns to hydraulic torque parking mode. Thus, by switching the hydraulic torque to motor drive torque in advance for parking on a slope, the delay in the parking mechanism's torque judgment can be eliminated. Simultaneously, the long-term and large interaction range between the motor drive torque and hydraulic torque caused by the judgment delay is avoided. This prevents the vehicle from rolling back on a slope, optimizes the smoothness of starting, and can adapt to different slopes.

[0058] To provide a more detailed explanation of the solution in this application, a specific embodiment is described below:

[0059] This embodiment relates to a torque control scenario for vehicle hill starts. In related technologies, the parking system reduces the parking torque after determining that the driving torque has reached a certain value, and this reduction is irreversible. However, if the vehicle's driving torque is suddenly released after the parking torque is triggered due to a malfunction or driver error, the vehicle may roll back on the hill, potentially causing a traffic accident in severe cases. Furthermore, during hill starts, the parking mechanism experiences a certain delay in real-time torque assessment, resulting in a relatively long interaction time between the driving torque and the parking torque, leading to poor smoothness during hill starts. Therefore, this embodiment provides a control scheme to prevent vehicle rollback during hill starts, addressing the aforementioned problems.

[0060] The system structure of this embodiment is as follows: Figure 2As shown, it includes a logic judgment module, two control modules, and two corresponding actuators. The logic module 21 is responsible for algorithm logic judgment, including functions such as slope estimation, vehicle mass estimation, torque calculation, and logic judgment. The first control module 22 is used to control the torque of the motor 23, and the second control module 24 is used to control the hydraulic torque and other parking mechanisms 25.

[0061] The implementation process of this embodiment is as follows: Figure 3 As shown, the process includes:

[0062] S301, The vehicle is in hydraulic torque parking mode;

[0063] S302. Determine whether a driving intention action or vehicle demand torque T has been detected. d Is it greater than the parking torque coefficient T? i If the value is smaller than the demand torque coefficient β, then execute S303; otherwise, return to S301.

[0064] Among them, the parking torque coefficient T i The slope G is obtained as follows: It is obtained through the slope estimation module. i The vehicle mass C is obtained through the vehicle mass estimation module. Vehicle mass C includes the vehicle mass and the estimated mass of passengers and cargo. For different gradients, the coefficient K is obtained through actual vehicle calibration. i Finally, by considering the total vehicle mass C and the current gradient G... i and coefficient K i The product of these three factors yields the parking torque coefficient T for different slopes. i ;

[0065] The demand torque coefficient β is derived from the actual vehicle calibration of different models combined with empirical values. When the demand torque exceeds the demand torque coefficient β, it is considered that the vehicle has a driving intention. This demand torque includes, but is not limited to, the torque issued by the driver.

[0066] Driving intention actions are other actions that do not generate demand torque, such as the user pressing the brake pedal or switching driving modes. When such actions are monitored, the vehicle is also considered to have driving intention. The judgment conditions vary depending on the specific vehicle model and its functions.

[0067] S303, control the motor drive torque to increase to T Gi And maintain, while simultaneously canceling the hydraulic torque; where, T Gi Based on the vehicle mass C and the current slope G i It is obtained by multiplying by itself;

[0068] S304. Determine whether the vehicle has entered the driving state. If yes, execute S307; otherwise, execute S305.

[0069] S305, Determine the required torque T of the vehicle d Is it less than the parking torque coefficient T? i The smaller of the required torque coefficient β, and the duration t of the action without driving intent exceeds the preset time t. c If yes, execute S306; otherwise, return to S303.

[0070] S306, Control the cancellation of motor drive torque, and simultaneously increase hydraulic torque to T. Gi Then return to S301;

[0071] S307, Entering normal driving torque control logic;

[0072] S308, End of process.

[0073] This embodiment of the solution can control the motor drive torque and hydraulic parking torque to switch smoothly and reasonably when the vehicle's driving demand is detected, based on different slope gradients, thereby optimizing the smoothness of vehicle start-up on slopes. Furthermore, it ensures that even if the hydraulic parking torque is removed and there is a sudden lack of required torque, the vehicle can maintain its parked state and not roll back on the slope. In other words, this embodiment of the solution can prevent vehicle rollback on slopes while optimizing the smoothness of start-up.

[0074] Corresponding to the embodiments of the aforementioned methods, this application also provides embodiments of a vehicle hill start control device and a terminal thereof:

[0075] like Figure 4 As shown, Figure 4 This is a block diagram of a vehicle hill start control device provided in an embodiment of this application. The device includes:

[0076] The determination module 41 is used to determine the parking torque coefficient of the vehicle based on the current slope, the vehicle mass, and the slope coefficient corresponding to the slope.

[0077] The switching module 42 is used to, when the vehicle is in a hydraulic torque parking state, if the driving torque demand of the vehicle is greater than a first torque value, or if the vehicle meets the driving intention conditions, control the motor driving torque to increase to a second torque value and cancel the hydraulic torque; wherein, the first torque value is the smaller value between the parking torque coefficient and the preset demand torque coefficient; the second torque value is calculated based on the slope and the total vehicle mass;

[0078] The recovery module 43 is used to, after canceling the hydraulic torque, if the driving torque required by the vehicle is less than the first torque value, and the duration for which the vehicle does not meet the driving intention conditions exceeds a preset time, cancel the motor driving torque and control the hydraulic torque to rise to the second torque value.

[0079] The specific implementation process of the functions and roles of each module in the above device can be found in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0080] This application also provides an electronic device, please refer to [link to application]. Figure 5 , Figure 5 This is a structural block diagram of an electronic device provided in an embodiment of this application. The electronic device may include a processor 510, a communication interface 520, a memory 530, and at least one communication bus 540. The communication bus 540 is used to enable direct communication between these components. In this embodiment, the communication interface 520 of the electronic device is used for signaling or data communication with other node devices. The processor 510 may be an integrated circuit chip with signal processing capabilities.

[0081] The processor 510 described above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor, or the processor 510 can be any conventional processor.

[0082] The memory 530 may be, but is not limited to, random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc. The memory 530 stores computer-readable instructions. When these computer-readable instructions are executed by the processor 510, the electronic device can perform the aforementioned operations. Figure 1 The various steps involved in the method implementation examples.

[0083] Alternatively, the electronic device may also include a storage controller and an input / output unit.

[0084] The memory 530, storage controller, processor 510, peripheral interface, and input / output unit are electrically connected directly or indirectly to achieve data transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses 540. The processor 510 is used to execute executable modules stored in the memory 530, such as software function modules or computer programs included in electronic devices.

[0085] The input / output unit is used to provide users with the ability to create tasks and to set optional start periods or preset execution times for those tasks, thereby enabling user-server interaction. The input / output unit may be, but is not limited to, a mouse and keyboard.

[0086] Understandable. Figure 5 The structure shown is for illustrative purposes only; the electronic device may also include components that are more advanced than those shown. Figure 5 The more or fewer components shown, or having the same Figure 5 The different configurations shown. Figure 5 The components shown can be implemented using hardware, software, or a combination thereof.

[0087] This application also provides a storage medium storing instructions. When the instructions are run on a computer, the computer program is executed by a processor to implement the method described in the method embodiment. To avoid repetition, the method will not be described again here.

[0088] This application also provides a computer program product that, when run on a computer, causes the computer to perform the method described in the method embodiment.

[0089] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive 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 and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0090] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0091] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0092] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0093] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0094] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A method for controlling vehicle hill start, characterized in that, include: Based on the current slope, vehicle weight, and slope coefficient corresponding to the slope, determine the vehicle's parking torque coefficient. When the vehicle is in a hydraulic torque parking state, if the driving torque required by the vehicle is greater than the first torque value, or if the vehicle meets the driving intention conditions, the motor driving torque is controlled to increase to the second torque value, and the hydraulic torque is canceled; wherein, the first torque value is the smaller value between the parking torque coefficient and the preset demand torque coefficient; the second torque value is calculated based on the slope and the total vehicle mass; After the hydraulic torque is canceled, if the driving torque required by the vehicle is less than the first torque value, and the duration for which the vehicle does not meet the driving intention conditions exceeds a preset time, the motor driving torque is canceled, and the hydraulic torque is controlled to rise to the second torque value.

2. The method according to claim 1, characterized in that, The parking torque coefficient is positively correlated with the product of the slope, vehicle mass, and gradient coefficient.

3. The method according to claim 1, characterized in that, The driving intent conditions include at least one of the following: detecting that the user has pressed the brake pedal, or switching driving modes.

4. The method according to claim 1, characterized in that, The second torque value is positively correlated with the product of the slope and the vehicle mass.

5. The method according to claim 1, characterized in that, The method further includes: After the hydraulic torque is removed, if the driving torque required by the vehicle is less than the second torque value, the motor driving torque is controlled to remain at the second torque value.

6. The method according to claim 5, characterized in that, The method further includes: After the hydraulic torque is canceled, if the vehicle enters a driving state, the driving torque control logic is executed.

7. A vehicle hill start control device, characterized in that, include: The determination module is used to determine the parking torque coefficient of the vehicle based on the current slope, the vehicle mass, and the slope coefficient corresponding to the slope. The switching module is used to, when the vehicle is in a hydraulic torque parking state, if the driving torque demand of the vehicle is greater than a first torque value, or if the vehicle meets the driving intention conditions, control the motor driving torque to increase to a second torque value and cancel the hydraulic torque; wherein, the first torque value is the smaller value between the parking torque coefficient and the preset demand torque coefficient; the second torque value is calculated based on the slope and the total vehicle mass; The recovery module is used to, after canceling the hydraulic torque, if the driving torque required by the vehicle is less than the first torque value, and the duration for which the vehicle does not meet the driving intention conditions exceeds a preset time, cancel the motor driving torque and control the hydraulic torque to rise to the second torque value.

8. A computer-readable storage medium, characterized in that, It stores a computer program thereon, which, when executed by a processor, implements the method as described in any one of claims 1 to 6.

9. An electronic device, characterized in that, It includes a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method as claimed in any one of claims 1 to 6.

10. A computer program product, characterized in that, When the computer program product is run on a computer, it causes the computer to perform the method as described in any one of claims 1 to 6.

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