A method, apparatus, vehicle and storage medium for hill hold of a vehicle

Abstract

The application provides a method, device, vehicle and storage medium for vehicle hill holding, which comprises the following steps: in response to a hill holding instruction, determining whether to start a hill holding adjustment function in the vehicle according to running state information of the vehicle; in the case that the hill holding adjustment function is started, determining a hill holding output torque of the vehicle according to the running state information and configuration parameters of the hill holding adjustment function, wherein the hill holding output torque is used to represent a torque required for the vehicle to not slide backward during hill holding; and sending the hill holding output torque to a motor control unit of the vehicle, so that the motor control unit controls the vehicle to not slide backward during hill holding according to the hill holding output torque. The method can control the vehicle to not slide backward during hill holding through the hill holding output torque, thereby avoiding dangerous accidents of the vehicle during hill holding and ensuring the safety of the vehicle during driving.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, and more particularly, to a method and device for hill hold stopping of a vehicle, a vehicle and a storage medium. BACKGROUND

[0002] Currently, in the vehicle industry, with the continuous development and progress of technology, in order to meet the various needs of users, the functions on the vehicle are also gradually increasing. For example, intelligent driving technology can free people's hands, so that the vehicle can automatically drive on the road in the absence of people; for example, the emergence of the autonomous valet parking system (AVP) can assist people in completing the intelligent parking process.

[0003] For example, when an unmanned vehicle is driving on a slope, it may need to hill hold when an obstacle is encountered in front of the vehicle.

[0004] In one possible implementation, when the unmanned vehicle needs to hill hold, the advanced driver assistance system (ADAS) in the vehicle can send a hill hold instruction to the electrical park brake (EPB) module in the vehicle, and the EPB can further control the vehicle to hill hold and stop.

[0005] In the above process, the vehicle may roll backward during hill hold and stop. How to avoid the vehicle from rolling backward during hill hold and stop has become a problem to be solved. SUMMARY

[0006] The present application provides a method, device, vehicle and storage medium for hill hold stopping of a vehicle, which can control the vehicle not to roll backward during hill hold and stop by using hill hold output torque, thereby avoiding dangerous accidents during hill hold and ensuring the safety of the vehicle during driving.

[0007] In a first aspect, a method for hill hold stopping of a vehicle is provided, which includes: in response to a hill hold instruction, determining whether to start a hill hold adjustment function in the vehicle according to running state information of the vehicle; in a case where the hill hold adjustment function is started, determining hill hold output torque of the vehicle according to the running state information and configuration parameters of the hill hold adjustment function, the hill hold output torque being used to represent the torque required for the vehicle not to roll backward during hill hold and stop; and sending the hill hold output torque to a motor control unit of the vehicle, so that the motor control unit controls the vehicle not to roll backward during hill hold and stop according to the hill hold output torque.

[0008] In the aforementioned technical solution, this application proposes a method for stopping a vehicle on a slope when it needs to stop while driving. Specifically, in response to a slope-stopping command, the method first determines whether the vehicle's operating status information meets the conditions for activating the slope-stopping adjustment function. If the conditions are met, the method further determines the slope-stopping output torque based on the operating status information and the configuration parameters of the slope-stopping function, and then sends the slope-stopping output torque to the motor control unit. This allows the motor control unit to control the vehicle to prevent it from rolling backward based on the slope-stopping output torque. This process continuously adjusts the slope-stopping output torque during the vehicle's slope-stopping process to ensure that the vehicle does not roll backward during parking. This avoids dangerous accidents when the vehicle stops on a slope, ensuring vehicle driving safety.

[0009] In conjunction with the first aspect, in some possible implementations, the operating status information includes the vehicle's actual speed, gradient, gear, load, target speed, and motor speed. Determining the vehicle's parking output torque based on the operating status information and the configuration parameters of the parking adjustment function includes: when the actual speed is less than a first threshold, determining the parking output torque based on the gradient, load, gear, actual speed, target speed, motor speed, target parking reserve torque, and the preset sampling time corresponding to the parking adjustment function, wherein the target parking reserve torque is determined based on the load and gradient; and when the actual speed is greater than or equal to the first threshold and less than or equal to a second threshold, determining the parking output torque based on the gradient, gear, and target parking reserve torque.

[0010] In the above technical solution, this application proposes two methods for determining the parking output torque based on different actual vehicle speeds. The first method, when the actual vehicle speed is less than a first threshold, directly determines the parking output torque using the vehicle's operating status information and the preset sampling time of the parking adjustment function. The second method, when the actual vehicle speed is greater than or equal to the first threshold but less than a second threshold, obtains the vehicle's parking output torque based on the vehicle's gradient, gear, and target parking reserve torque. The target parking reserve torque is determined based on the vehicle's load and gradient. By outputting different parking output torques at different actual vehicle speeds, this ensures that the vehicle can intelligently and flexibly adjust its parking stopping process according to changes in actual vehicle speed.

[0011] In conjunction with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining the parking output torque based on the slope, the load, the gear, the actual vehicle speed, the target vehicle speed, the motor speed, the target parking reserve torque, and the preset sampling time corresponding to the parking adjustment function includes: determining the vehicle's directional parameters based on the motor speed and the gear; determining the slope parameters based on the slope; determining the gear parameters based on the gear; determining the vehicle's proportional adjustment parameters and integral adjustment parameters based on the load, the slope, the actual vehicle speed, and the target vehicle speed; and determining the parking output torque based on the directional parameters, the gear parameters, the slope parameters, the actual vehicle speed, the target vehicle speed, the target parking reserve torque, the proportional adjustment parameters, the integral adjustment parameters, and the preset sampling time.

[0012] In conjunction with the first aspect and the above-described implementation methods, in some possible implementation methods, determining the parking output torque based on the direction parameter, the gear parameter, the slope parameter, the actual vehicle speed, the target vehicle speed, the target parking reserve torque, the proportional adjustment parameter, the integral adjustment parameter, and the preset sampling time includes: determining a first product based on the direction parameter and the actual vehicle speed; determining the difference between the actual vehicle speed and the first product; determining a second product based on the slope parameter and the target parking reserve torque; and determining the parking output torque based on the first product, the second product, the difference, the proportional adjustment parameter, the integral adjustment parameter, the gear parameter, and the preset sampling time.

[0013] The above technical solution proposes a method for determining the parking output torque when the actual vehicle speed is less than or equal to a first threshold. This method utilizes factors such as vehicle load, gear position, actual vehicle speed, target parking torque reserve, target vehicle speed, motor speed, gradient, and a preset sampling time during the driving process to determine the parking output torque. This process of determining the parking output torque considers both the actual conditions of the vehicle during driving and various influencing parameters, achieving accurate adjustment during the vehicle's parking and stopping process, and effectively controlling the parking and stopping process.

[0014] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: when the slope adjustment function is not activated, determining the target torque as the slope output torque.

[0015] In the above technical solution, if the vehicle's operating state does not meet the conditions for activating the hill-start assist function, this application also proposes a method for stopping the vehicle on a hill. When the hill-start assist function is not activated, a target torque is directly given as the vehicle's hill-start output torque, ensuring that the vehicle can complete the hill-start stopping process in a timely manner even when the hill-start assist function is not activated, thus avoiding safety hazards caused by the vehicle not stopping in time.

[0016] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: when the duration of the hill-start adjustment function being activated is greater than or equal to a preset duration, sending a state adjustment command to the electronic parking brake unit in the vehicle, the electronic parking brake unit being used to control the starting or stopping of the vehicle during driving, and the state adjustment command being used to instruct the electronic parking brake unit to control the vehicle to stop on the hill.

[0017] In the aforementioned technical solution, if the electronic parking brake unit fails to stop the vehicle on the slope when the hill-start assist function is engaged for an extended period, this application proposes a solution: when the hill-start assist function is engaged for more than a preset time, a status adjustment command is actively sent to the electronic parking brake unit in the vehicle, so that the electronic parking brake unit can promptly stop the vehicle. This process ensures that if the vehicle fails to stop on the slope in time, intelligent control will complete the hill-start assist, avoiding potentially dangerous situations caused by the vehicle's inability to stop during the hill-start assist process.

[0018] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the method further includes: receiving feedback information sent by the electronic parking brake unit, the feedback information indicating that the electronic parking brake unit has controlled the vehicle to stop on the slope; in response to the feedback information, disabling the slope adjustment function and resetting the timer of the slope adjustment function to zero.

[0019] In the above technical solution, after the electronic parking brake unit controls the vehicle to complete the hill-start assist stop, this application can also receive feedback information sent by the electronic parking brake unit. Receiving the feedback information indicates that the vehicle has stopped. Furthermore, in this application, to avoid affecting the use of the hill-start assist adjustment function in the next hill-start assist stop, the timer for the current hill-start assist adjustment process can be reset to zero. This ensures accuracy each time the hill-start assist function is used for a hill-start assist stop.

[0020] In summary, this application proposes a method for stopping a vehicle on a slope when it needs to stop while driving. Specifically, in response to a slope-stopping command, the system first determines whether the vehicle's operating status information meets the conditions for activating the slope-stopping adjustment function. If the conditions are met, the system further determines the slope-stopping output torque based on the operating status information and the configuration parameters of the slope-stopping function. This output torque is then sent to the motor control unit, which controls the vehicle to prevent it from rolling backward. This process continuously adjusts the slope-stopping output torque during the slope-stopping process to ensure the vehicle does not roll backward. This avoids dangerous accidents when the vehicle stops on a slope, ensuring driving safety.

[0021] In determining the parking torque, this application proposes two methods based on different actual vehicle speeds. The first method, when the actual vehicle speed is less than or equal to a first threshold, directly determines the parking torque using the vehicle's operating status information and the preset sampling time of the parking adjustment function. The second method, when the actual vehicle speed is greater than the first threshold but less than a second threshold, obtains the vehicle's parking torque based on the vehicle's gradient, gear, and target parking torque reserve. The target parking torque reserve is determined based on the vehicle's load and gradient. By outputting different parking torques for different actual vehicle speeds, this ensures that the vehicle can intelligently and flexibly adjust its parking stopping process according to changes in actual vehicle speed.

[0022] When the actual vehicle speed is less than or equal to the first threshold, the method for determining the parking output torque can be achieved by considering the vehicle's load, gear, actual speed, target parking torque reserve, target speed, motor speed, gradient, and preset sampling time during the driving process. This process of determining the parking output torque takes into account the actual conditions of the vehicle during driving and various influencing parameters, achieving accurate adjustment during the vehicle's parking and stopping process, and effectively controlling the vehicle's parking and stopping process.

[0023] In another scenario, if the vehicle's operating status does not meet the conditions for activating the hill-start assist function, this application also proposes a method for stopping the vehicle on a hill. When the hill-start assist function is not activated, a target torque is directly given as the vehicle's hill-start output torque, ensuring that the vehicle can complete the hill-start stopping process in a timely manner even when the hill-start assist function is not activated, thus avoiding safety hazards caused by the vehicle not stopping in time.

[0024] Furthermore, this application proposes a method for determining the adjustment torque. This method utilizes various parameters of the vehicle during operation, such as vehicle load, gear position, actual speed, target speed, motor speed, and a preset sampling time, to periodically output the adjustment torque for hill-climbing. The aforementioned process for determining the adjustment torque for hill-climbing considers both the actual conditions of the vehicle during operation and various influencing parameters, achieving accurate adjustment during the vehicle's hill-climbing stop and effectively preventing the vehicle from rolling backward during this process.

[0025] In one possible implementation, if the slope-adjusting function is engaged for an extended period and the electronic parking brake unit has not yet brought the vehicle to a stop on the slope, this application proposes a solution: when the slope-adjusting function is engaged for more than a preset time, a status adjustment command is proactively sent to the electronic parking brake unit in the vehicle, enabling the electronic parking brake unit to promptly bring the vehicle to a stop. This process ensures that if the vehicle fails to stop on the slope in time, intelligent control will bring it to a stop, avoiding potentially dangerous situations caused by the vehicle's inability to stop during the slope-parking process.

[0026] Finally, after the electronic parking brake unit controls the vehicle to complete the hill-start assist stop, this application can also receive feedback information sent by the electronic parking brake unit. Receiving this feedback information indicates that the vehicle has stopped. Furthermore, in this application, to avoid affecting the use of the hill-start assist adjustment function in the next hill-start assist stop, the timer for the current hill-start assist adjustment process can be reset to zero. This ensures accuracy each time the hill-start assist function is used for a hill-start assist stop.

[0027] Secondly, a vehicle hill-start assist device is provided, comprising: a judgment module, configured to, in response to a hill-start command, determine whether to activate the hill-start assist function in the vehicle based on the vehicle's operating status information; a first determination module, configured to, when the hill-start assist function is activated, determine the hill-start output torque of the vehicle based on the operating status information and the configuration parameters of the hill-start assist function, wherein the hill-start output torque represents the torque required to prevent the vehicle from rolling backward during hill-start assist; and a first transmission module, configured to transmit the hill-start output torque to the vehicle's motor control unit, so that the motor control unit controls the vehicle to prevent it from rolling backward during hill-start assist based on the hill-start output torque.

[0028] In conjunction with the second aspect, in some possible implementations, the first determining module is specifically used to: determine the parking output torque based on the slope, the load, the gear, the actual vehicle speed, the target vehicle speed, the motor speed, the target parking reserve torque, and the preset sampling time corresponding to the parking adjustment function when the actual vehicle speed is less than the first threshold, wherein the target parking reserve torque is determined based on the load and the slope; and determine the parking output torque based on the slope, the gear, and the target parking reserve torque when the actual vehicle speed is greater than or equal to the first threshold and less than or equal to the second threshold.

[0029] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the first determining module is further configured to: determine the vehicle's directional parameters based on the motor speed and the gear position; determine the slope parameters based on the gradient; determine the gear parameters based on the gear position; determine the vehicle's proportional adjustment parameters and integral adjustment parameters based on the load, the gradient, the actual vehicle speed, and the target vehicle speed; and determine the parking output torque based on the directional parameters, the gear parameters, the gradient parameters, the actual vehicle speed, the target vehicle speed, the target parking reserve torque, the proportional adjustment parameters, the integral adjustment parameters, and the preset sampling time.

[0030] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the first determining module is further configured to: determine a first product based on the direction parameter and the actual vehicle speed; determine the difference between the actual vehicle speed and the first product; determine a second product based on the slope parameter and the target parking torque; and determine the parking output torque based on the first product, the second product, the difference, the proportional adjustment parameter, the integral adjustment parameter, the gear parameter, and the preset sampling time.

[0031] In combination with the second aspect and the above implementation, in some possible implementations, the device further includes: a second determining module, used to determine the target torque as the slope output torque when the slope adjustment function is not activated.

[0032] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device further includes: a second transmitting module, configured to send a state adjustment command to the electronic parking brake unit in the vehicle when the duration of the hill-start adjustment function being activated is greater than or equal to a preset duration, the electronic parking brake unit being configured to control the vehicle to start or stop during driving, and the state adjustment command being configured to instruct the electronic parking brake unit to control the vehicle to stop on the hill.

[0033] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device further includes: a processing module, configured to receive feedback information sent by the electronic parking brake unit, the feedback information indicating that the electronic parking brake unit has controlled the vehicle to stop on the slope; in response to the feedback information, disabling the slope adjustment function and resetting the timing of the slope adjustment function to zero.

[0034] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods of the first aspect or any possible implementation thereof.

[0035] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0036] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of a vehicle parking on a slope, provided in an embodiment of this application.

[0038] Figure 2 This is a schematic diagram of an interactive scenario of a vehicle stopping on a slope, provided in an embodiment of this application;

[0039] Figure 3 This is a schematic flowchart illustrating a method for stopping a vehicle on a slope, as provided in an embodiment of this application.

[0040] Figure 4 This is a schematic diagram of a vehicle parking and stopping device provided in an embodiment of this application;

[0041] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0042] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0043] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0044] Figure 1 This is a schematic diagram of a vehicle stopping on a slope, as provided in an embodiment of this application.

[0045] For example, such asFigure 1 As shown, if there is an obstacle 103 in front of the vehicle 101 while the vehicle 101 is traveling along the slope 102, the vehicle 101 needs to stop on the slope in order to ensure the safety of the vehicle 101 and avoid the occurrence of dangerous accidents.

[0046] During the process of parking on the slope 102, the vehicle 101 may roll backward due to the load on the vehicle 101, the gradient of the slope, and the actual speed of the vehicle. To prevent the vehicle 101 from rolling backward during parking, the parking slope adjustment function set in the vehicle 101 can be activated to provide parking output torque in real time during the parking process to ensure that the vehicle 101 does not roll backward.

[0047] It should be understood that the vehicle 101 is equipped with various electronic control units (ECUs). These include, for example, the engine management system (EMS), the automatic transmission control unit (TCU), the body control module (BCM), the electronic stability program (ESP), the battery management system (BMS), the vehicle control unit (VCU, or vehicle control unit), the electronic parking brake (EPB) unit, the motor control unit (MCU), and so on.

[0048] During the operation of vehicle 101, different ECUs can acquire various status or parameter information of vehicle 101. For example, ESP can acquire the vehicle speed of vehicle 101, and BCM can acquire the battery status of vehicle 101. ECUs can also combine with the on-board diagnostic system (OBD) to obtain fault information of vehicle 101, such as fault codes, for maintenance personnel to view and analyze.

[0049] The autonomous vehicle is also equipped with ADAS. ADAS can use various types of sensors installed in the vehicle 101 (such as rain sensors, temperature sensors, wind sensors, acceleration sensors, pressure sensors, angle sensors, weight sensors, color sensors, millimeter-wave radar, lidar, mono / dual-lens cameras, and satellite navigation, etc.) to sense the environment around the vehicle 101 at any time during the vehicle's operation, and obtain various data during the vehicle's operation for system calculation and analysis.

[0050] It should also be understood that the hill-start assist function in this embodiment can be set in any ECU in the vehicle 101. The following embodiment uses the VCU as an example to describe in detail a method for stopping a vehicle on a hill provided by this embodiment.

[0051] Figure 2 This is a schematic diagram of an interactive scenario of a vehicle stopping on a slope, provided in an embodiment of this application.

[0052] For example, such as Figure 2 As shown, vehicle 101 is equipped with ADAS201, VCU202, MCU203, and EPB204. ADAS201, VCU202, MCU203, and EPB204 are interconnected and communicate with each other using corresponding communication methods. Optionally, the communication connection methods include Controller Area Network (CAN) bus connection, Local Interconnect Network (LIN) bus connection, FlexRay bus connection, and Media Oriented Systems Transport (MOST) bus connection. Each connection method corresponds to one communication method, namely CAN bus communication, LIN bus communication, FlexRay bus communication, and MOST bus communication; this embodiment does not limit the specific method used.

[0053] ADAS201 can use different sensors in vehicle 101 to obtain information such as gear position, acceleration, gradient, and load on vehicle 101 during driving, and then send the obtained information to VCU202.

[0054] MCU203 can acquire the motor speed, motor operating status and motor rotation direction of vehicle 101 during driving, and send the acquired motor speed, motor operating status and motor rotation direction to VCU202.

[0055] Among them, the parameters of the vehicle 101 during its operation, such as gear position, gradient, acceleration, load, motor speed, motor operating status, and motor rotation direction, can all be regarded as the operating status information of the vehicle 101. In addition, the operating status information of the vehicle 101 can also include the actual speed of the vehicle 101, which can be received by the VCU202 from the ESP.

[0056] In addition, ADAS201 can monitor the external environment information of vehicle 101 in real time during its operation, such as road conditions and obstacle information. When ADAS201 determines that vehicle 101 needs to stop on a slope based on the current external environment information, it can generate a stopping command and send it to VCU202.

[0057] VCU202 can determine whether to activate the hill-start assist function based on the operating status information of vehicle 101 sent by ADAS201. When the operating status information of vehicle 101 meets the activation conditions of the hill-start assist function, VCU202 can determine the hill-start output torque of vehicle 101 based on the operating status information of vehicle 101 and the setting parameters of the hill-start assist function.

[0058] Furthermore, VCU202 can send the determined parking output torque to MCU203, and MCU203 can control vehicle 101 to prevent it from rolling backward during the parking process based on the parking output torque.

[0059] In addition, during the process of vehicle 101 stopping on the slope, EPB204 can also send its own status information to VCU202 or ADAS201, or receive status adjustment commands sent by ADAS201 or VCU202, and control the vehicle to start or stop according to the status adjustment commands.

[0060] Figure 3 This is a schematic flowchart illustrating a method for stopping a vehicle on a hill descent, as provided in an embodiment of this application. It should be understood that this method can be applied to any ECU in a vehicle equipped with a hill descent control function. This embodiment uses... Figure 2 Taking VCU202 as an example, this application provides a detailed description of a method for stopping a vehicle on a slope.

[0061] For example, such as Figure 3 As shown, the method 300 includes:

[0062] 301, in response to the hill-start assist command, determines whether to activate the hill-start assist function in the vehicle based on the vehicle's operating status information.

[0063] During vehicle operation, the ADAS (Advanced Driver Assistance System) can send the vehicle's gear position, acceleration, gradient, and load to the VCU (Vehicle Control Unit); the MCU (Microcontroller Unit) can send the vehicle's motor speed, motor operating status, and motor rotation direction to the VCU; and the ESP (Electronic Stability Program) can send the vehicle's actual speed to the VCU. This information collectively constitutes the vehicle's operational status information during operation.

[0064] Furthermore, ADAS can also determine whether parking is necessary based on the collected information about the surrounding environment.

[0065] In one possible implementation, when the vehicle is driving on a slope, if the ADAS detects an obstacle in front of the vehicle, the ADAS can generate a parking command based on this situation and send the parking command to the VCU.

[0066] After receiving the slope control command from ADAS, the VCU can determine whether the received operating status information meets the conditions for activating the slope control function.

[0067] The conditions for activating the slope adjustment function include the following: the VCU will decide to activate the slope adjustment function only when all of the following conditions are met by the operating status information.

[0068] Conditions for activating the slope adjustment function:

[0069] (1) The actual vehicle speed is less than or equal to 5 km / h;

[0070] (2) The actual vehicle speed signal is valid;

[0071] (3) The system fault level is less than level 3;

[0072] (4) The EPB state is relaxed;

[0073] (5) The VCU is in the ON state;

[0074] (6) Request to enable slope adjustment function;

[0075] (7) The target parking slope reserved torque is greater than the vehicle's requested torque.

[0076] The validity of the actual vehicle speed signal can be understood as: the actual vehicle speed is within a reasonable range, or the ESP and VCU can communicate, that is, the VCU can receive the actual vehicle speed sent by the ESP.

[0077] System fault level can be understood as follows: Each ECU in the vehicle can determine its own fault status and send the fault status to the VCU in the vehicle. After receiving the fault status sent by each ECU, the VCU can summarize the fault status of each ECU to obtain a final system fault level for the entire vehicle.

[0078] It should be understood that when ADAS sends a hill-holding command, it can also send a vehicle-wide torque request to the VCU. The VCU can then obtain a target hill-holding reserve torque from a lookup table. The hill-holding adjustment function can only be activated when the target hill-holding reserve torque is greater than the vehicle-wide torque request. The target hill-holding reserve torque is related to the vehicle's gradient and load.

[0079] Table 1 is an illustrative table of target slope reserved torque provided in the embodiments of this application.

[0080] Table 1

[0081]

[0082]

[0083] For example, as shown in Table 1, the vehicle load includes both no load and full load conditions. It can be seen that, regardless of whether the vehicle is under no load or full load conditions, the target parking torque decreases as the slope decreases. Here, the positive or negative sign of the slope represents the direction.

[0084] Optionally, in this embodiment, the target slope reserve torque can also be calibrated according to different loads, but this embodiment does not limit this.

[0085] Furthermore, if the VCU meets the above conditions based on the vehicle's operating status information, the hill-start assist function in the vehicle will be activated.

[0086] 302. When the hill-start assist function is enabled, the hill-start assist output torque of the vehicle is determined based on the operating status information and the configuration parameters of the hill-start assist function. The hill-start assist output torque is used to indicate the torque required for the vehicle to stop rolling backward during the hill-start assist process.

[0087] After activating the hill-start assist function, the VCU can further determine the vehicle's hill-start output torque based on the received vehicle operating status information and the configuration parameters of the hill-start assist function. The hill-start output torque represents the torque required to prevent the vehicle from rolling backward during hill-start assist.

[0088] In one possible implementation, the operating status information includes not only the vehicle's gradient, load, gear, actual speed, and motor speed, but also a target speed. The target speed is preset in the VCU. Optionally, in this embodiment, since the vehicle is in a parking maneuver, the target speed can be set to 0 km / h. The target speed can also be set to different values ​​according to actual conditions; this embodiment does not limit this setting.

[0089] When determining the parking torque of a vehicle based on its gradient, load, gear, actual speed, motor speed, and target speed, the calculation method for the parking torque varies depending on the actual speed. Specifically, these methods include:

[0090] When the actual vehicle speed is less than the first threshold, the parking output torque is determined based on the slope, load, gear, actual vehicle speed, target vehicle speed, motor speed, target parking reserve torque and the preset sampling time corresponding to the parking adjustment function. The target parking reserve torque is determined based on the load and slope.

[0091] When the actual vehicle speed is greater than or equal to the first threshold and less than or equal to the second threshold, the parking output torque is determined based on the slope, gear, and target parking torque reserve.

[0092] Optionally, the first threshold is 2 km / h. It can also be adjusted according to actual conditions, and this application embodiment does not limit this. The second threshold corresponds to the vehicle speed in the hill-start assist function activation condition—5 km / h, and can also be adjusted according to actual conditions.

[0093] When the actual vehicle speed is less than the first threshold, the process of calculating the hill-start output torque can be further included as follows:

[0094] The vehicle's directional parameters are determined based on the motor speed and gear.

[0095] Determine the slope parameters based on the slope.

[0096] Determine the gear parameters based on the gear position;

[0097] Based on the load, gradient, actual vehicle speed, and target vehicle speed, determine the vehicle's proportional control parameters and integral control parameters;

[0098] The hill-start output torque is determined based on the direction parameters, gear parameters, gradient parameters, actual vehicle speed, target vehicle speed, target hill-start reserve torque, proportional adjustment parameters, integral adjustment parameters, and preset sampling time.

[0099] Furthermore, based on directional parameters, gear parameters, gradient parameters, actual vehicle speed, target vehicle speed, target parking torque, proportional adjustment parameters, integral adjustment parameters, and preset sampling time, the parking output torque is determined, specifically including:

[0100] The first product is determined based on the direction parameters and the actual vehicle speed;

[0101] Determine the difference between the actual vehicle speed and the first product;

[0102] The second product is determined based on the slope parameters and the target reserved torque for the slope.

[0103] The hill-start output torque is determined based on the first product, the second product, the difference, the proportional adjustment parameter, the integral adjustment parameter, the gear parameter, and the preset sampling time.

[0104] For example, the process of calculating the output torque of the hill stand can be represented by formula (1).

[0105]

[0106] In formula (1):

[0107] T filtered : Adjusts the parking torque, which is also the parking output torque when the actual vehicle speed is less than the first threshold;

[0108] T base The target parking torque is related to the vehicle's load and the slope, and can be found in Table 1.

[0109] V Expect The target vehicle speed is 0 km / h in this embodiment, but it can be adjusted according to the actual situation.

[0110] V actual Actual vehicle speed or current vehicle speed;

[0111] a: Directional parameters, which are related to the vehicle's motor speed and gear, can be obtained by referring to Table 2 below;

[0112] b: Slope parameter, which is related to the slope of the vehicle. When the slope is greater than 0, b = 1; when the slope is less than 0, b = 1; when the slope is equal to 0, b = 0.

[0113] c: Gear parameter, which is related to the vehicle's gear. When the gear is D, c = 1; when the gear is R, c = 1; when the gear is any other gear, c = 0.

[0114] P: Proportional adjustment parameter, which can be found in Table 3 below. It is related to three values: vehicle gradient, load, and (target speed - actual speed) * direction parameter.

[0115] I: Integral adjustment parameters can be found in Table 4 below. They are related to three values: vehicle gradient, load, and (target speed - actual speed) * direction parameter.

[0116] t1: The start time of each preset sampling time segment;

[0117] t2: The end time of each preset sampling time; the total integration time is from the moment the slope adjustment function is turned on to the moment the slope adjustment function is turned off.

[0118] Table 2 is a schematic table of directional parameters of a vehicle provided in an embodiment of this application.

[0119] Table 2

[0120]

[0121] Table 3 is a schematic table of vehicle ratio adjustment parameters provided in an embodiment of this application.

[0122] Table 3

[0123]

[0124]

[0125] For example, as shown in Table 3, Q represents the result of (target vehicle speed - actual vehicle speed) * direction parameter. The proportional adjustment parameter is related to the load, but the initial value of P is the same regardless of whether there is a load or no load, as shown in Table 3. For the value of P under different load conditions, the embodiments of this application can perform data calibration after actual joint debugging in practical applications.

[0126] Table 4 is a schematic table of vehicle integral adjustment parameters provided in an embodiment of this application.

[0127] Table 4

[0128]

[0129] For example, as shown in Table 4, Q represents the result of (target vehicle speed - actual vehicle speed) * direction parameter. The proportional adjustment parameter is related to the load, but the initial value of I is the same regardless of whether there is a load or no load, as shown in Table 4. For the value of I under different load conditions, the embodiments of this application can perform data calibration based on actual joint debugging in practical applications.

[0130] The preset sampling time can be understood as follows: When the hill-climbing adjustment function is enabled, it adjusts the hill-climbing process of the vehicle in real time. Therefore, it is necessary to calculate the output torque value of hill-climbing based on the current actual vehicle speed, slope, and gear position at regular intervals. Therefore, t1 in formula (1) corresponds to the start time of each preset sampling time period, and t2 corresponds to the end time of each preset sampling time period. Optionally, in this embodiment, the preset sampling time is 10ms, but it can also be adjusted according to the actual situation. This embodiment does not limit this.

[0131] In another scenario, when the actual vehicle speed is greater than or equal to the first threshold but less than the second threshold, the process of calculating the parking output torque based on the target parking reserve torque, slope, and gear can be expressed by formula (2):

[0132] Slope output torque = Target slope reserved torque * b * c Formula (2)

[0133] It should be understood that in the two scenarios mentioned above, when the actual vehicle speed is relatively high, in order to bring the vehicle to a quick stop and avoid danger, the VCU can directly obtain a target parking torque from a lookup table and combine it with the vehicle's slope parameters and gear parameters to obtain a calculated result as the vehicle's parking output torque, the purpose of which is to bring the vehicle to a quick stop. However, when the actual vehicle speed is relatively low, the stopping process is not easy to control. In this case, the parking output torque can be output periodically during the vehicle's parking stop process, so that the vehicle can stop smoothly without swaying back and forth.

[0134] It should also be understood that, for the second scenario, when the actual vehicle speed decreases from greater than or equal to 2 km / h and less than or equal to 5 km / h to 2 km / h until it stops, the vehicle's hill-start output torque can be divided into two stages. First stage: When the actual vehicle speed decreases from 5 km / h to 2 km / h, the vehicle's hill-start output torque is output according to the calculation method in formula (2); when the actual vehicle speed decreases from 2 km / h to the target speed (0 km / h), the vehicle's hill-start output torque is output according to the calculation method in formula (1). In this case, to avoid jerking when the vehicle's hill-start output torque transitions from the first stage to the second stage, filtering can be applied to the hill-start output torque in both stages, allowing the vehicle to smoothly transition from the first stage to the second stage. Optionally, the filtering gradient can be 20 NM / s. In this embodiment, the filtering gradient can also be adjusted according to actual needs, and this embodiment does not limit this adjustment.

[0135] In the above technical solution, this application proposes two methods for determining the parking output torque based on different actual vehicle speeds. The first method, when the actual vehicle speed is less than a first threshold, directly determines the parking output torque using the vehicle's operating status information and the preset sampling time of the parking adjustment function. The second method, when the actual vehicle speed is greater than or equal to the first threshold but less than a second threshold, obtains the vehicle's parking output torque based on the vehicle's gradient, gear, and target parking reserve torque, where the target parking reserve torque is determined based on the vehicle's load and gradient. By outputting different parking output torques at different actual vehicle speeds, this ensures that the vehicle can intelligently and flexibly adjust its parking stopping process according to changes in actual vehicle speed.

[0136] When the actual vehicle speed is less than or equal to the first threshold, the method for determining the parking output torque can be achieved by considering the vehicle's load, gear, actual speed, target parking torque reserve, target speed, motor speed, gradient, and preset sampling time during the driving process. This process of determining the parking output torque takes into account the actual conditions of the vehicle during driving and various influencing parameters, achieving accurate adjustment during the vehicle's parking and stopping process, and effectively controlling the vehicle's parking and stopping process.

[0137] In another possible scenario, if the vehicle's operating status information does not meet the activation conditions for the hill-start assist function, the process for determining the hill-start output torque specifically includes:

[0138] When the slope adjustment function is not activated, the target torque is set as the slope output torque.

[0139] In one possible approach, if the parking slope adjustment function cannot be activated, in this embodiment, a specific target torque is directly determined as the parking slope output torque. Optionally, the target torque is 0 N·m; in this embodiment, the value of the target torque can also be calibrated.

[0140] In the above technical solution, if the vehicle's operating state does not meet the conditions for activating the hill-start assist function, this application also proposes a method for stopping the vehicle on a hill. When the hill-start assist function is not activated, a target torque is directly given as the vehicle's hill-start output torque, ensuring that the vehicle can complete the hill-start stopping process in a timely manner even when the hill-start assist function is not activated, thus avoiding safety hazards caused by the vehicle not stopping in time.

[0141] 303, The parking output torque is sent to the vehicle's motor control unit so that the motor control unit can control the vehicle to prevent it from rolling backward during the parking process based on the parking output torque.

[0142] After the parking output torque is determined in step 302, the VCU can further send the parking output torque to the MCU in the vehicle so that the MCU can control the vehicle to prevent it from rolling backward during the parking stop process based on the parking output torque.

[0143] Furthermore, during the hill-start assist (EPB) process, the vehicle's EPB ultimately needs to control the vehicle to stop. In some cases, the EPB may have a slow response time and fail to stop in time. With the hill-start assist function activated, the timing of the hill-start assist function can be used to control the EPB's retrieval. Specifically, this includes:

[0144] When the hill-start assist function is activated for a duration greater than or equal to a preset duration, a status adjustment command is sent to the electronic parking brake unit in the vehicle. The electronic parking brake unit is used to control the vehicle's start or stop during driving, and the status adjustment command is used to instruct the electronic parking brake unit to control the vehicle to stop on the hill.

[0145] For example, if the parking slope adjustment function in the vehicle has been activated for more than a fixed preset time during the parking slope stopping process, and the VCU detects that the EPB in the vehicle has not been engaged, it can send a status adjustment command (or a engage command) to the EPB in the vehicle, causing the EPB to automatically engage according to the received status adjustment command, thus achieving the parking purpose. Optionally, the preset time can be 20 seconds, but this embodiment of the application does not limit this.

[0146] In the aforementioned technical solution, if the electronic parking brake unit fails to stop the vehicle on the slope when the hill-start assist function is engaged for an extended period, this application proposes a solution: when the hill-start assist function is engaged for more than a preset time, a status adjustment command is actively sent to the electronic parking brake unit in the vehicle, so that the electronic parking brake unit can promptly stop the vehicle. This process ensures that if the vehicle fails to stop on the slope in time, intelligent control will complete the hill-start assist, avoiding potentially dangerous situations caused by the vehicle's inability to stop during the hill-start assist process.

[0147] Furthermore, after the EPB is engaged, feedback information can be sent to the VCU to notify it that parking has been completed, thus preventing the VCU from repeatedly sending status adjustment commands. Specifically, this includes:

[0148] Receive feedback information from the electronic parking brake unit, which indicates that the electronic parking brake unit has controlled the vehicle to stop on the slope;

[0149] In response to the feedback information, the slope adjustment function is turned off, and the timer for the slope adjustment function is reset to zero.

[0150] After receiving the feedback information sent by EPB, VCU determines that the current slope stopping process has ended. At this time, the slope adjustment function can be turned off. In order not to affect the use of the slope adjustment function in the next use, VCU can reset the timer of the current slope adjustment function after each slope adjustment function is turned off.

[0151] In the above technical solution, after the electronic parking brake unit controls the vehicle to complete the hill-start assist stop, this application can also receive feedback information sent by the electronic parking brake unit. Receiving the feedback information indicates that the vehicle has stopped. Furthermore, in this application, to avoid affecting the use of the hill-start assist adjustment function in the next hill-start assist stop, the timer for the current hill-start assist adjustment process can be reset to zero. This ensures accuracy each time the hill-start assist function is used for a hill-start assist stop.

[0152] It should be understood that the automatic activation of the slope adjustment function after receiving the above-mentioned EPB command is the condition for closing the slope adjustment function. In addition to this condition, the conditions for closing the slope adjustment function may also include the following:

[0153] (1) The system fault level is greater than or equal to level 3;

[0154] (2) The gear has been changed and the slope adjustment function is not requested to be activated;

[0155] (3) The actual reserved torque for parking slope is less than or equal to the requested torque of the whole vehicle and the parking slope adjustment function is not required to be activated.

[0156] (4) The VCU is not enabled;

[0157] (5) The EPB status is closed (i.e., pulled up);

[0158] (6) The slope adjustment function is activated for more than 30 seconds.

[0159] The VCU will disable the parking slope adjustment function if any one or more of the above six conditions are met. The actual parking slope allowance torque can be obtained from Table 5 below.

[0160] Table 5 is an illustrative table of actual reserved torque for slope parking provided in the embodiments of this application.

[0161] Table 5

[0162]

[0163] For example, as shown in Table 5, since ADAS monitors the vehicle's surroundings in real time during driving, it can send a hill-hold command or cancel the hill-hold command (or continue driving command) to the vehicle based on the judgment result. Correspondingly, when sending a hill-hold command or canceling the hill-hold command to the VCU, ADAS can simultaneously determine the corresponding vehicle torque request based on the vehicle's current driving parameters (gradient, gear, load, etc.). ADAS can send the vehicle torque request along with the corresponding command to the VCU. The VCU looks up the torque in the table based on the corresponding command to determine whether the hill-hold adjustment function is enabled or disabled.

[0164] The torque corresponding to the hill-start assist command is the target hill-start reserve torque in Table 1, which is used to determine whether the vehicle's hill-start adjustment function needs to be activated; the torque corresponding to the continue driving command or cancel hill-start assist command is the actual hill-start reserve torque in Table 5, which is used to determine whether the vehicle's hill-start adjustment function needs to be deactivated.

[0165] In addition to the solutions described above, in this embodiment, the parking torque of the vehicle can also be determined by combining the zero torque function. The specific judgment process is as follows: if the VCU determines that the zero torque function is not enabled and the parking adjustment function is enabled, it adjusts the parking process of the vehicle according to the calculation method of the parking output torque under the condition that the parking adjustment function is enabled in this embodiment; if the VCU determines that the zero torque function is enabled and the parking adjustment function is not enabled, it directly sends the parking output torque of 0 N·m to the MCU.

[0166] In addition, users can also preset the priorities of the zero torque function and the hill-start adjustment function. During the hill-start stopping process, the VCU can obtain the priority level of the two functions respectively, and select the function with the higher priority level to complete the hill-start stopping process of the vehicle. This application embodiment does not limit this.

[0167] In summary, this application proposes a method for stopping a vehicle on a slope when it needs to stop while driving. Specifically, in response to a slope-stopping command, the system first determines whether the vehicle's operating status information meets the conditions for activating the slope-stopping adjustment function. If the conditions are met, the system further determines the slope-stopping output torque based on the operating status information and the configuration parameters of the slope-stopping function. This output torque is then sent to the motor control unit, which controls the vehicle to prevent it from rolling backward. This process continuously adjusts the slope-stopping output torque during the slope-stopping process to ensure the vehicle does not roll backward. This avoids dangerous accidents when the vehicle stops on a slope, ensuring driving safety.

[0168] In determining the parking torque, this application proposes two methods based on different actual vehicle speeds. The first method, when the actual vehicle speed is less than or equal to a first threshold, directly determines the parking torque using the vehicle's operating status information and the preset sampling time of the parking adjustment function. The second method, when the actual vehicle speed is greater than the first threshold but less than a second threshold, obtains the vehicle's parking torque based on the vehicle's gradient, gear, and target parking torque reserve. The target parking torque reserve is determined based on the vehicle's load and gradient. By outputting different parking torques for different actual vehicle speeds, this ensures that the vehicle can intelligently and flexibly adjust its parking stopping process according to changes in actual vehicle speed.

[0169] When the actual vehicle speed is less than or equal to the first threshold, the method for determining the parking output torque can be achieved by considering the vehicle's load, gear, actual speed, target parking torque reserve, target speed, motor speed, gradient, and preset sampling time during the driving process. This process of determining the parking output torque takes into account the actual conditions of the vehicle during driving and various influencing parameters, achieving accurate adjustment during the vehicle's parking and stopping process, and effectively controlling the vehicle's parking and stopping process.

[0170] In another scenario, if the vehicle's operating status does not meet the conditions for activating the hill-start assist function, this application also proposes a method for stopping the vehicle on a hill. When the hill-start assist function is not activated, a target torque is directly given as the vehicle's hill-start output torque, ensuring that the vehicle can complete the hill-start stopping process in a timely manner even when the hill-start assist function is not activated, thus avoiding safety hazards caused by the vehicle not stopping in time.

[0171] Furthermore, this application proposes a method for determining the adjustment torque. This method utilizes various parameters of the vehicle during operation, such as vehicle load, gear position, actual speed, target speed, motor speed, and a preset sampling time, to periodically output the adjustment torque for hill-climbing. The aforementioned process for determining the adjustment torque for hill-climbing considers both the actual conditions of the vehicle during operation and various influencing parameters, achieving accurate adjustment during the vehicle's hill-climbing stop and effectively preventing the vehicle from rolling backward during this process.

[0172] In one possible implementation, if the slope-adjusting function is engaged for an extended period and the electronic parking brake unit has not yet brought the vehicle to a stop on the slope, this application proposes a solution: when the slope-adjusting function is engaged for more than a preset time, a status adjustment command is proactively sent to the electronic parking brake unit in the vehicle, enabling the electronic parking brake unit to promptly bring the vehicle to a stop. This process ensures that if the vehicle fails to stop on the slope in time, intelligent control will bring it to a stop, avoiding potentially dangerous situations caused by the vehicle's inability to stop during the slope-parking process.

[0173] Finally, after the electronic parking brake unit controls the vehicle to complete the hill-start assist stop, this application can also receive feedback information sent by the electronic parking brake unit. Receiving this feedback information indicates that the vehicle has stopped. Furthermore, in this application, to avoid affecting the use of the hill-start assist adjustment function in the next hill-start assist stop, the timer for the current hill-start assist adjustment process can be reset to zero. This ensures accuracy each time the hill-start assist function is used for a hill-start assist stop.

[0174] Figure 4 This is a schematic diagram of a vehicle parking and stopping device provided in an embodiment of this application.

[0175] For example, such as Figure 4 As shown, the device 400 includes:

[0176] The judgment module 401 is used to respond to the parking command and determine whether to activate the parking adjustment function in the vehicle based on the vehicle's operating status information.

[0177] The first determining module 402 is used to determine the parking output torque of the vehicle based on the operating status information and the configuration parameters of the parking adjustment function when the parking adjustment function is activated. The parking output torque is used to represent the torque required for the vehicle to not roll backward during the parking stop process.

[0178] The first transmitting module 403 is used to transmit the parking output torque to the vehicle's motor control unit so that the motor control unit can control the vehicle to prevent it from rolling backward during the parking process based on the parking output torque.

[0179] In one possible implementation, the first determining module 402 is specifically used to: determine the parking output torque based on the slope, the load, the gear, the actual vehicle speed, the target vehicle speed, the motor speed, the target parking reserve torque, and the preset sampling time corresponding to the parking adjustment function when the actual vehicle speed is less than a first threshold, wherein the target parking reserve torque is determined based on the load and the slope; and determine the parking output torque based on the slope, the gear, and the target parking reserve torque when the actual vehicle speed is greater than or equal to the first threshold and less than or equal to the second threshold.

[0180] In one possible implementation, the first determining module 402 is further configured to: determine the vehicle's directional parameters based on the motor speed and the gear position; determine the slope parameters based on the gradient; determine the gear parameters based on the gear position; determine the vehicle's proportional adjustment parameters and integral adjustment parameters based on the load, the gradient, the actual vehicle speed, and the target vehicle speed; and determine the parking output torque based on the directional parameters, the gear parameters, the gradient parameters, the actual vehicle speed, the target vehicle speed, the target parking reserve torque, the proportional adjustment parameters, the integral adjustment parameters, and the preset sampling time.

[0181] In one possible implementation, the first determining module 402 is further configured to: determine a first product based on the direction parameter and the actual vehicle speed; determine the difference between the actual vehicle speed and the first product; determine a second product based on the slope parameter and the target parking torque; and determine the parking output torque based on the first product, the second product, the difference, the proportional adjustment parameter, the integral adjustment parameter, the gear parameter, and the preset sampling time.

[0182] Optionally, the device further includes a second determining module, used to determine the target torque as the slope output torque when the slope adjustment function is not activated.

[0183] Optionally, the device further includes: a second transmitting module, used to send a state adjustment command to the electronic parking brake unit in the vehicle when the duration of the hill-start adjustment function being activated is greater than or equal to a preset duration. The electronic parking brake unit is used to control the starting or stopping of the vehicle during driving, and the state adjustment command is used to instruct the electronic parking brake unit to control the vehicle to stop on the hill.

[0184] Optionally, the device further includes: a processing module for receiving feedback information sent by the electronic parking brake unit, the feedback information indicating that the electronic parking brake unit has controlled the vehicle to stop on the slope; in response to the feedback information, disabling the slope adjustment function and resetting the timer of the slope adjustment function to zero.

[0185] Figure 5This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0186] For example, such as Figure 5 As shown, the vehicle 101 includes a memory 501 and a processor 502. The memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a method for stopping the vehicle on a slope.

[0187] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0188] When each functional module is divided according to its corresponding function, the vehicle may include: a judgment module, a first determination module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0189] The vehicle provided in this embodiment is used to execute the above-described method for stopping a vehicle on a slope, and thus can achieve the same effect as the above-described implementation method.

[0190] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module is used to support the vehicle in executing program code and data.

[0191] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0192] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described method steps to implement a method for stopping a vehicle on a slope as described in the above embodiment.

[0193] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a method for stopping a vehicle on a slope as described in the above embodiment.

[0194] In this embodiment, the vehicle, computer-readable storage medium, and computer program product are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0195] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions 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.

[0196] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0197] 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.

Claims

1. A method for stopping a vehicle on a slope, characterized in that, The method includes: In response to the hill-holding command, the system determines whether to activate the hill-holding adjustment function in the vehicle based on the vehicle's operating status information. The operating status information includes the vehicle's actual speed, gradient, gear, load, target speed, and motor speed. When the slope adjustment function is activated, and the actual vehicle speed is less than a first threshold, the slope output torque is determined based on the slope, the load, the gear, the actual vehicle speed, the target vehicle speed, the motor speed, the target slope reserved torque, and the preset sampling time corresponding to the slope adjustment function. The target slope reserved torque is determined based on the load and the slope. When the actual vehicle speed is greater than or equal to the first threshold and less than or equal to the second threshold, the parking output torque is determined based on the slope, the gear and the target parking torque reserve. The parking output torque is used to represent the torque required for the vehicle to stop without rolling backward during the parking process. The parking torque is sent to the vehicle's motor control unit so that the motor control unit controls the vehicle to prevent it from rolling backward during the parking process based on the parking torque. The method further includes: When the actual vehicle speed is high, the vehicle controller obtains the target parking slope reserved torque by looking up a table. The target parking slope reserved torque is combined with the vehicle's slope parameters and gear parameters to calculate the vehicle's parking slope output torque so that the vehicle can stop quickly. When the actual vehicle speed is low, the hill-start output torque is output periodically to enable the vehicle to stop smoothly without swaying back and forth.

2. The method according to claim 1, characterized in that, The step of determining the parking output torque based on the slope, load, gear position, actual vehicle speed, target vehicle speed, motor speed, target parking reserve torque, and preset sampling time corresponding to the parking adjustment function includes: The directional parameters of the vehicle are determined based on the motor speed and the gear position. Determine the slope parameters based on the slope. Determine the gear parameters based on the gear position; The proportional control parameters and integral control parameters of the vehicle are determined based on the load, the gradient, the actual vehicle speed, and the target vehicle speed. The slope output torque is determined based on the direction parameter, the gear parameter, the gradient parameter, the actual vehicle speed, the target vehicle speed, the target slope reserved torque, the proportional adjustment parameter, the integral adjustment parameter, and the preset sampling time.

3. The method according to claim 2, characterized in that, The step of determining the hill-holding output torque based on the direction parameter, the gear parameter, the slope parameter, the actual vehicle speed, the target vehicle speed, the target hill-holding reserved torque, the proportional adjustment parameter, the integral adjustment parameter, and the preset sampling time includes: The first product is determined based on the direction parameters and the actual vehicle speed; Determine the difference between the actual vehicle speed and the first product; The second product is determined based on the slope parameters and the target slope retention torque; The hill-start output torque is determined based on the first product, the second product, the difference, the proportional adjustment parameter, the integral adjustment parameter, the gear parameter, and the preset sampling time.

4. The method according to claim 1 or 2, characterized in that, The method further includes: When the slope adjustment function is not activated, the target torque is determined as the slope output torque.

5. The method according to claim 1 or 2, characterized in that, The method further includes: When the duration of the hill-start assist function is greater than or equal to a preset duration, a status adjustment command is sent to the electronic parking brake unit in the vehicle. The electronic parking brake unit is used to control the starting or stopping of the vehicle during driving. The status adjustment command is used to instruct the electronic parking brake unit to control the vehicle to stop on the hill.

6. The method according to claim 5, characterized in that, The method further includes: The system receives feedback information sent by the electronic parking brake unit, which instructs the electronic parking brake unit to control the vehicle to stop on a slope. In response to the feedback information, the slope adjustment function is turned off, and the timer of the slope adjustment function is reset to zero.

7. A device for stopping a vehicle on a slope, characterized in that, The device includes: The judgment module is used to respond to the hill-holding command and determine whether to activate the hill-holding adjustment function in the vehicle based on the vehicle's operating status information; the operating status information includes the vehicle's actual speed, gradient, gear, load, target speed, and motor speed. The first determining module is used to determine the parking output torque based on the slope, the load, the gear, the actual vehicle speed, the target vehicle speed, the motor speed, the target parking reserved torque, and the preset sampling time corresponding to the parking adjustment function when the parking adjustment function is activated and the actual vehicle speed is less than a first threshold. The target parking reserved torque is determined based on the load and the slope. When the actual vehicle speed is greater than or equal to the first threshold and less than or equal to the second threshold, the parking output torque is determined based on the slope, the gear and the target parking torque reserve. The parking output torque is used to represent the torque required for the vehicle to stop without rolling backward during the parking process. The first transmitting module is used to transmit the hill-holding output torque to the vehicle's motor control unit, so that the motor control unit controls the vehicle to prevent it from rolling backward during the hill-holding stopping process based on the hill-holding output torque; The processing module is used to obtain the target parking slope reserve torque by looking up a table when the actual vehicle speed is high. The target parking slope reserve torque is combined with the vehicle's slope parameters and gear parameters to calculate the vehicle's parking slope output torque so that the vehicle can stop quickly. When the actual vehicle speed is low, the parking slope output torque is output periodically so that the vehicle can stop smoothly without swaying back and forth.

8. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 6.

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