Slope determination method, device, vehicle and electronic device

Abstract

The application discloses a slope determination method and device, a vehicle and electronic equipment. The method comprises the following steps: obtaining driving state information of a target vehicle driving on a target road surface; determining driving acceleration and acceleration change rate of the target vehicle according to the driving state information; determining an initial slope estimation value of the target road surface based on the driving acceleration; determining a slope compensation value of the target road surface based on the driving acceleration and the acceleration change rate; and compensating the initial slope estimation value by using the slope compensation value to obtain a target slope estimation value of the target road surface. The application solves the technical problem of low slope estimation accuracy in related technologies, which leads to unreasonable power output control strategy.

Description

Technical Field

[0001] This invention relates to the field of slope estimation, and more specifically, to a slope determination method, apparatus, vehicle, and electronic device. Background Technology

[0002] Currently, to optimize vehicle powertrain control, it's necessary to estimate the road gradient and adjust power output control using this estimate. Without additional suspension sensors, current technologies don't adequately account for dramatic changes in vehicle attitude, leading to low gradient calculation accuracy. Furthermore, some technologies use additional suspension sensors to improve gradient estimation accuracy, but this increases vehicle cost, requires high-end configurations, is unsuitable for lower-spec models, and suffers from poor versatility and limited application.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a slope determination method, apparatus, vehicle, and electronic device to at least solve the technical problem in the related art where the slope estimation accuracy is low, resulting in an unreasonable power output control strategy.

[0005] According to one aspect of the present invention, a slope determination method is provided, comprising: acquiring driving state information of a target vehicle traveling on a target road surface; determining the driving acceleration and rate of change of acceleration of the target vehicle based on the driving state information; determining an initial slope estimate of the target road surface based on the driving acceleration; determining a slope compensation value of the target road surface based on the driving acceleration and the rate of change of acceleration; and performing compensation processing on the initial slope estimate using the slope compensation value to obtain a target slope estimate of the target road surface.

[0006] Optionally, determining the initial slope estimate of the target road surface based on the driving acceleration includes: extracting the handle position of the target vehicle, the longitudinal acceleration of the target vehicle, and the driving direction of the target vehicle from the driving state information; and determining the initial slope estimate of the target road surface based on the driving acceleration, the handle position, the longitudinal acceleration, and the driving direction.

[0007] Optionally, determining the initial slope estimate of the target road surface based on the driving acceleration, the handle position, the longitudinal acceleration, and the driving direction includes: determining the initial slope estimate of the target road surface in the following manner:

[0008] i0=tan{arcsin{(-1)m [a sensor +(-1) n a] / g}}

[0009] Where i0 is the initial slope estimate, m is the handle position, and a sensor Let a be the longitudinal acceleration of the target vehicle, n be the driving acceleration, and g be the driving direction.

[0010] Optionally, determining the slope compensation value of the target road surface based on the driving acceleration and the rate of change of acceleration includes: determining a first slope compensation value based on the driving acceleration and the rate of change of acceleration; extracting the steering wheel angle and the current driving speed of the target vehicle from the driving state information, and determining a second slope compensation value based on the steering wheel angle and the current driving speed; and obtaining the slope compensation value of the target road surface according to the first slope compensation value and the second slope compensation value.

[0011] Optionally, obtaining the slope compensation value of the target road surface based on the first slope compensation value and the second slope compensation value includes: obtaining a first weight value corresponding to the first slope compensation value and a second weight value corresponding to the second slope compensation value; and obtaining the slope compensation value of the target vehicle based on the first slope compensation value, the second slope compensation value, the first weight value, and the second weight value.

[0012] According to another aspect of the present invention, a slope determination device is provided, comprising: a first acquisition module, configured to acquire driving state information of a target vehicle traveling on a target road surface; a first calculation module, configured to determine the driving acceleration and rate of change of acceleration of the target vehicle based on the driving state information; a first determination module, configured to determine an initial slope estimate of the target road surface based on the driving acceleration; a second determination module, configured to determine a slope compensation value of the target road surface based on the driving acceleration and the rate of change of acceleration; and a second calculation module, configured to perform compensation processing on the initial slope estimate using the slope compensation value to obtain a target slope estimate of the target road surface.

[0013] Optionally, the device further includes: a second determining module, comprising: a third determining module, configured to determine a first slope compensation value based on the driving acceleration and the rate of change of acceleration; a fourth determining module, configured to extract the steering wheel angle of the target vehicle and the current driving speed of the target vehicle from the driving state information, and determine a second slope compensation value based on the steering wheel angle and the current driving speed; and a fifth determining module, configured to obtain the slope compensation value of the target road surface based on the first slope compensation value and the second slope compensation value.

[0014] According to another aspect of the present invention, a non-volatile storage medium is provided, the non-volatile storage medium storing a plurality of instructions adapted for loading by a processor and executing any one of the slope determination methods described herein.

[0015] According to another aspect of the present invention, an electronic device is provided, comprising: one or more processors and a memory, the memory being used to store one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors cause the one or more processors to implement any of the slope determination methods described above.

[0016] In this embodiment of the invention, without additional suspension sensors, the driving state information of the target vehicle on the target road surface is acquired. Based on the driving state information, the driving acceleration and rate of change of acceleration of the target vehicle are determined. Based on the driving acceleration, an initial slope estimate of the target road surface is determined. Based on the driving acceleration and the rate of change of acceleration, a slope compensation value of the target road surface is determined. The initial slope estimate is compensated using the slope compensation value to obtain the target slope estimate of the target road surface. This achieves the goal of reducing the impact of drastic changes in vehicle posture on the slope estimation algorithm, improving the estimation accuracy under various vehicle conditions, and realizing the technical effect of improving slope estimation accuracy and optimizing the power output control strategy. This solves the technical problem in related technologies where low slope estimation accuracy leads to unreasonable power output control strategies. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0018] Figure 1 A flowchart of an optional slope determination method provided according to an embodiment of the present invention;

[0019] Figure 2 This is a schematic diagram of an optional slope determination method provided according to an embodiment of the present invention;

[0020] Figure 3 This is a schematic diagram of an optional slope determination device provided according to an embodiment of the present invention;

[0021] Figure 4 This is a schematic diagram of an electronic device provided according to an embodiment of the present invention. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0023] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0024] For ease of description, the following explains some of the nouns or terms used in the embodiments of this application:

[0025] Electric power steering (EPS) is a power steering system that directly relies on an electric motor to provide auxiliary torque. Compared to traditional hydraulic power steering systems, EPS offers many advantages. By directly providing steering assistance from an electric motor, it eliminates the need for a power steering pump, hoses, hydraulic fluid, transmission belt, and pulley mounted on the engine—all essential components of a hydraulic power steering system—thus saving energy and improving environmental friendliness. EPS is characterized by simple adjustment, flexible assembly, and the ability to provide steering assistance in various conditions.

[0026] The Transmission Control Unit (TCU) is a device used to control a vehicle's transmission. Its main functions include determining shift points, controlling the transmission to perform downshifting and upshifting operations, calculating the motor speed during shifts, calculating vehicle speed, and so on. The vehicle's transmission changes the gear ratio and direction of movement. With engine speed and torque remaining constant, it can change the vehicle's driving force and speed (i.e., shifting gears), enabling the vehicle to reverse (i.e., changing direction), and allowing the engine to remain running while the vehicle is stopped (i.e., neutral), among other things, performing various vehicle operation modes.

[0027] Electronic Stability Control (ESC) is a system used for active safety control of vehicles. It is a further extension of the functions of the vehicle's anti-lock braking system and traction control system, and on this basis, it ensures the lateral stability of the vehicle by controlling the driving force and braking force of the front and rear, and left and right wheels.

[0028] CAN (Controller Area Network) is a fieldbus widely used in vehicle computer control systems and embedded industrial control local area networks, featuring high reliability and excellent error detection capabilities.

[0029] The non-drive wheel speed difference refers to the difference in rotational speed between the wheels on the left and right sides of the non-drive axle. This originates from actual vehicle turning scenarios, where the wheels move in an arc. The wheels on the left and right sides of the non-drive axle are independent and do not interfere with each other. The outer wheel's rotational speed is necessarily higher than the inner wheel's, resulting in a certain speed difference. Since the non-drive wheels rotate with the vehicle and do not slip, this difference accurately represents the turning radius.

[0030] Yaw rate is a physical quantity that reflects the overall tilt state of a vehicle. It mainly refers to the vehicle's deflection about its vertical axis, and the magnitude of this deflection represents the vehicle's stability. If the yaw rate reaches a certain threshold, it indicates that the vehicle is experiencing dangerous conditions such as skidding or fishtailing.

[0031] It's important to note that various types of acceleration exist during vehicle movement, each with its own distinct physical meaning. In calculating vehicle gradient, the vehicle's acceleration is typically calculated from its speed. The longitudinal acceleration is obtained using an acceleration sensor fixed to the vehicle body. The difference between the driving acceleration and the longitudinal acceleration lies in their values: when the vehicle is stationary or moving at a constant speed on a flat road, these two acceleration values ​​are equal; however, when the vehicle is stationary or moving at a constant speed on a slope, the two accelerations are unequal. The gradient of the road surface where the vehicle is located can be calculated by the difference between the two accelerations and the acceleration due to gravity. Furthermore, there is lateral acceleration, which arises from the centrifugal force generated when the vehicle turns. The front wheels provide friction to counteract this centrifugal force, resulting in lateral acceleration. The magnitude of lateral acceleration is affected by the turning radius and vehicle speed; generally, the faster the speed or the smaller the turning radius, the greater the lateral acceleration. This acceleration is also related to road surface roughness, tire age, and suspension stiffness.

[0032] The existing technical solutions do not take into account the vehicle's direction of travel and the position of the gear shift lever (i.e., the lever position) when estimating slope, making it unable to properly handle situations such as rolling backwards or reversing on inclines. Furthermore, when the vehicle accelerates, decelerates, or turns rapidly during travel, the vehicle's posture changes drastically, causing significant deviations in the longitudinal acceleration measured by the acceleration sensors fixed to the vehicle body, resulting in inaccurate slope calculations. To address this issue, the existing technical solutions use sensors for vehicle height and yaw rate, which can detect changes in vehicle posture and compensate for these changes in slope calculation. However, the slope compensation schemes in these technologies rely on external sensors, increasing the overall vehicle cost and weight. For many lower-spec models without these sensors, this method of slope compensation is not applicable. Conversely, without additional sensors, the system cannot accurately represent the actual slope of the road under conditions of drastic changes in vehicle posture, preventing the power output control strategy from making adaptive adjustments.

[0033] To address the aforementioned problems, this invention provides a method embodiment for determining slope. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0034] Figure 1 This is a flowchart of a slope determination method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0035] Step S102: Obtain the driving status information of the target vehicle on the target road surface;

[0036] Step S104: Based on the above driving status information, determine the driving acceleration and rate of change of acceleration of the target vehicle.

[0037] Step S106: Based on the above driving acceleration, determine the initial slope estimate of the target road surface;

[0038] Step S108: Based on the above driving acceleration and the above rate of change of acceleration, determine the slope compensation value of the above target road surface;

[0039] Step S110: The initial slope estimate is compensated using the slope compensation value to obtain the target slope estimate of the target road surface.

[0040] Through the above steps, the impact of drastic changes in vehicle posture on the slope estimation algorithm can be reduced, and the estimation accuracy under various vehicle conditions can be improved. This achieves the technical effect of improving the accuracy of slope estimation and optimizing the power output control strategy, thereby solving the technical problem in related technologies where low slope estimation accuracy leads to unreasonable power output control strategies.

[0041] In the slope determination method provided in this embodiment of the invention, during the driving process of the target vehicle, in order to obtain the slope state of the target road surface, it is necessary to calculate a slope estimate. First, the driving state information of the target vehicle while driving on the target road surface is obtained, and the driving state information may include various types of information. Second, calculations are performed based on the obtained driving state information. To better characterize the vehicle body posture change state, the driving acceleration and the rate of change of acceleration of the target vehicle are determined. Based on the driving acceleration, an initial slope estimate of the target road surface is initially determined. To improve the accuracy of the estimation result, a slope compensation value of the target road surface is further determined based on the driving acceleration and the rate of change of acceleration. Then, the initial slope estimate is compensated using the slope compensation value, and the result obtained after compensation is used as the target slope estimate of the target road surface. The target vehicle can make corresponding adjustments to the powertrain control unit according to the target slope estimate to optimize the power output control strategy.

[0042] Optionally, the target vehicle can be of various types. For example, the target vehicle can have multiple power supply methods. Specifically, it can be a thermal power source vehicle, such as using only gasoline or diesel, etc. It can also be a hybrid power vehicle, such as equipped with two or more power sources, such as chemical batteries, fuel cells, solar cells, generator sets of internal combustion engines, etc. It can also be an electric vehicle, such as using chemical batteries for power supply, etc.

[0043] Optionally, there are multiple ways to obtain the driving status information of the target vehicle on the target road surface. For example, information required by multiple different electronic controllers in the target vehicle can be obtained through communication means based on the CAN bus. Since the CAN bus is a parallel bus, it is beneficial to obtain the driving status information generated by the controllers in the target vehicle in real time.

[0044] Optionally, there can be multiple ways to determine the driving acceleration of the target vehicle. For example, the current driving speed can be obtained from the driving status information, and the driving acceleration can be calculated using the current driving speed.

[0045] Optionally, there can be multiple ways to determine the rate of change of acceleration of the target vehicle. For example, the driving acceleration can be calculated using the current driving speed, and the rate of change of acceleration can be obtained by performing derivative calculation based on the driving acceleration.

[0046] Optionally, there are various ways to compensate the initial slope estimate with the slope compensation value. For example, the slope compensation value and the initial slope estimate are summed to obtain the target slope estimate of the target road surface.

[0047] In an optional embodiment, determining the initial slope estimate of the target road surface based on the driving acceleration includes: extracting the handle position of the target vehicle, the longitudinal acceleration of the target vehicle, and the driving direction of the target vehicle from the driving state information; and determining the initial slope estimate of the target road surface based on the driving acceleration, the handle position, the longitudinal acceleration, and the driving direction.

[0048] It is understandable that, in order to obtain a preliminary slope estimate for the target road surface, an initial slope estimate is obtained. First, the target vehicle's handlebar position, longitudinal acceleration, and driving direction are extracted from the aforementioned driving state information as calculation parameters. Then, based on the aforementioned driving acceleration, handlebar position, longitudinal acceleration, and driving direction, the initial slope estimate of the target road surface is determined.

[0049] Optionally, the longitudinal acceleration and driving direction of the target vehicle can be extracted from the above driving status information in various ways. For example, the driving status information can be obtained from the electronic stability controller of the target vehicle through CAN bus communication, and the longitudinal acceleration and driving direction of the target vehicle can be extracted from the obtained driving status information.

[0050] Optionally, the handle position of the target vehicle can be extracted from the above driving status information in various ways. For example, driving status information can be obtained from the transmission control unit of the target vehicle via CAN bus communication, and the handle position of the target vehicle can be extracted from the obtained driving status information.

[0051] It should be noted that the driving direction mentioned above is a parameter obtained by the electronic stability controller. This parameter represents the actual driving direction as a specific parameter variable, facilitating subsequent estimation steps. For example, a setting of 0 for reversing the vehicle and a setting of 1 for moving forward are represented.

[0052] It should be noted that the aforementioned driving direction and lever position have different meanings under normal driving conditions. Lever position is often related to driving direction; for example, when the lever is in drive (D), the vehicle normally travels forward; when the lever is in reverse (R), the vehicle normally travels backward. However, in practical applications, some vehicle conditions can cause the driving direction to differ from the lever position. For instance, when the vehicle rolls backward, the actual lever position may be drive, but the actual driving direction may be reverse. To improve the representation of real-world application scenarios, driving direction and lever position are calculated as different parameters, thus improving the accuracy of target road slope estimation.

[0053] In an optional embodiment, determining the initial slope estimate of the target road surface based on the driving acceleration, the handle position, the longitudinal acceleration, and the driving direction includes: determining the initial slope estimate of the target road surface by the following manner:

[0054] i0=tan{arcsin{(-1) m [a sensor +(-1) n a] / g}}

[0055] Where i0 is the initial slope estimate, m is the handle position, and a sensor Let be the longitudinal acceleration of the target vehicle, 'a' be the driving acceleration, 'n' be the driving direction, and 'g' be the gravitational acceleration.

[0056] It can be understood that the above expression is a way to determine the initial slope value of the target road surface.

[0057] Optionally, the above-mentioned handle position can be represented in multiple ways. For example, when the handle position is reverse, the setting is 0, and when the handle position is not reverse, the setting is 1. Here, the above-mentioned non-reverse gear refers to gears other than the driving gear, such as drive gear, neutral gear, etc.

[0058] In one optional embodiment, determining the slope compensation value of the target road surface based on the driving acceleration and the rate of change of acceleration includes: determining a first slope compensation value based on the driving acceleration and the rate of change of acceleration; extracting the steering wheel angle and the current driving speed of the target vehicle from the driving state information, and determining a second slope compensation value based on the steering wheel angle and the current driving speed; and obtaining the slope compensation value of the target road surface based on the first slope compensation value and the second slope compensation value.

[0059] It is understandable that, in order to better represent the slope estimation value when the vehicle's attitude changes, the initial slope value is compensated to improve accuracy. First, a first slope compensation value is obtained based on the driving acceleration and the aforementioned rate of change of acceleration. Second, the steering wheel angle and current driving speed of the target vehicle are extracted from the driving status information. Then, a second slope compensation value is obtained based on the steering wheel angle and current driving speed. Finally, the first and second slope compensation values ​​are combined and processed to obtain the slope compensation value of the target road surface.

[0060] Optionally, there are multiple ways to extract the steering wheel angle of the target vehicle from the driving status information. For example, driving status information can be obtained from the electric power steering system of the target vehicle through CAN bus communication, and the steering wheel angle can be extracted from the obtained driving status information.

[0061] Optionally, there can be multiple methods to determine the first slope compensation value. For example, one could collect the vehicle's actual driving acceleration, actual rate of change of acceleration, and actual slope value during different driving conditions, calibrate the correspondence between these three factors, and obtain a first calibration result. Then, using the aforementioned driving acceleration and rate of change of acceleration, and based on the first calibration result, a query can be performed to obtain the first slope compensation value.

[0062] Optionally, there can be multiple methods to determine the second slope compensation value. For example, one could collect the actual steering wheel angle, actual current speed, and actual slope value of the vehicle under different operating conditions, calibrate the correspondence between these three factors, and obtain a second calibration result. Then, using the aforementioned steering wheel angle and current speed, and based on the second calibration result, a query can be performed to obtain the second slope compensation value.

[0063] It should be noted that the aforementioned physical quantity of steering wheel angle is used to better characterize changes in vehicle body posture. It can be equivalently replaced by non-driving wheel speed difference, lateral acceleration, etc. For example, when the steering wheel angle is used for calibration with the current driving speed, a second slope compensation value is obtained based on the second calibration result. If the steering wheel angle is replaced by non-driving wheel speed difference or lateral acceleration, then recalibration based on the non-driving wheel speed difference or lateral acceleration is required, and a new second slope compensation value is obtained based on the new calibration result.

[0064] In an optional embodiment, obtaining the slope compensation value of the target vehicle based on the first slope compensation value and the second slope compensation value includes: obtaining a first weight value corresponding to the first slope compensation value and a second weight value corresponding to the second slope compensation value; and obtaining the slope compensation value of the target vehicle based on the first slope compensation value, the second slope compensation value, the first weight value, and the second weight value.

[0065] It is understandable that, in order to better characterize the slope compensation value of the target vehicle and to more flexibly adjust the aforementioned first and second slope compensation values, a weighted approach is used to calculate different compensation values. First, the first weight value corresponding to the first slope compensation value and the second weight value corresponding to the second slope compensation value are obtained. Then, based on the first slope compensation value, the second slope compensation value, the first weight value, and the second weight value, the slope compensation value of the target vehicle is calculated.

[0066] Based on the above embodiments and optional embodiments, the present invention proposes an optional implementation method. Figure 2 This is a schematic diagram of an optional slope determination method provided by an embodiment of the present invention, such as... Figure 2 The steps shown are explained in detail below:

[0067] Step S1: Acquire relevant signals using the CAN bus to obtain driving status information, including at least: the target vehicle's current speed, longitudinal acceleration, driving direction, steering wheel position, and steering wheel angle. Specifically, the current speed, longitudinal acceleration, and driving direction are obtained from the target vehicle's electronic stability controller; the steering wheel position is obtained from the target vehicle's transmission control unit; and the steering wheel angle is obtained from the target vehicle's electric power steering system. Proceed to step S2.

[0068] Step S2: Calculate the target vehicle's acceleration based on the current speed, and then calculate the rate of change of acceleration based on the acceleration. Proceed to step S3.

[0069] Step S3: Calculate the initial slope value, denoted as i0, based on the target vehicle's acceleration, longitudinal acceleration, direction of travel, and handle position. This can be expressed as i0 = tan{arcsin{(-1)} m [a sensor +(-1) n a] / g}}, where i0 is the initial slope estimate, m is the handle position, and a sensor Let 'a' be the longitudinal acceleration of the target vehicle, 'n' be the driving acceleration, 'n' be the driving direction, and 'g' be the gravitational acceleration. When the lever is in reverse, set 'm' to 0; when the lever is in a non-reverse position, set 'm' to 1. When the target vehicle is reversing, set 'n' to 0; when the target vehicle is moving forward, set 'n' to 1. Set the initial slope value to negative to represent uphill, and set the initial slope value to positive to represent downhill. Execute step S4.

[0070] Step S4: Collect the actual driving acceleration, actual rate of change of acceleration, and actual slope value of the vehicle under different operating conditions. Calibrate the correspondence between these three values ​​to obtain a first calibration result. Using the driving acceleration and the rate of change of acceleration, query the first calibration result to obtain a first slope compensation value. Table 1 shows the calibration diagram of driving acceleration, rate of change of acceleration, and slope value under actual operating conditions. The symbol "□" in the table represents the calibrated slope value, and the symbol "□" is used to indicate the specific value. Execute step S4.

[0071] Table 1

[0072]

[0073]

[0074] Step S5: Collect the actual steering wheel angle, actual current speed, and actual gradient value of the vehicle under different operating conditions. Calibrate the correspondence between these three values ​​to obtain a second calibration result. Using the aforementioned steering wheel angle and current speed, query the second calibration result to obtain the second gradient compensation value. Table 2 shows the calibration diagram of steering wheel angle, current speed, and gradient value under actual operating conditions. The symbol "□" in the table represents the calibrated gradient value, and the symbol "□" is used to indicate the specific value. Proceed to step S6.

[0075] Table 2

[0076]

[0077] Step S6: Obtain the slope compensation value of the target road surface based on the first compensation factor and the second compensation factor, and use the above slope compensation value to compensate the initial slope estimate. For example, calculate the target slope estimate as: target slope estimate = initial slope estimate + first compensation factor + second compensation factor.

[0078] The above optional implementation methods achieve at least one of the following effects: the slope estimation takes into account the vehicle's driving direction and the position of the gear shift lever (i.e., the lever position), better reflecting the load situation of the vehicle on a slope under various driving conditions, which facilitates the powertrain control unit to optimize the power output control strategy; without adding additional sensors, relying on the relevant signals of the vehicle's CAN bus, the steering wheel angle and current driving speed are obtained, and the slope calculation error caused by sharp turns is compensated by looking up a table; the vehicle's driving acceleration and its rate of change of acceleration are calculated, and the slope calculation error caused by rapid acceleration and deceleration is compensated by looking up a table, thereby improving the accuracy of slope estimation.

[0079] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0080] This embodiment also provides a slope determining device, which is used to implement the above embodiments and preferred embodiments, and will not be repeated as already described. As used below, the terms "module" and "device" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0081] According to embodiments of the present invention, an embodiment of an apparatus for implementing the slope determination method is also provided. Figure 3 This is a schematic diagram of a slope determining device according to an embodiment of the present invention, such as... Figure 3 As shown, the slope determination device includes: a first acquisition module 302, a first calculation module 304, a first determination module 306, a second determination module 308, and a second calculation module 310. The device will be described below.

[0082] The first acquisition module 302 is used to acquire the driving status information of the target vehicle on the target road surface;

[0083] The first calculation module 304 is connected to the first acquisition module 302 and is used to determine the driving acceleration and acceleration change rate of the target vehicle based on the driving status information.

[0084] The first determining module 306 is connected to the first calculating module 304 and is used to determine the initial slope estimate of the target road surface based on the above-mentioned driving acceleration.

[0085] The second determining module 308, connected to the first determining module 306, is used to determine the slope compensation value of the target road surface based on the driving acceleration and the acceleration change rate.

[0086] The second calculation module 310, connected to the second determination module 308, is used to compensate the initial slope estimate using the slope compensation value to obtain the target slope estimate of the target road surface.

[0087] In a slope determination device provided in this embodiment of the invention, a first acquisition module 302 is set up to acquire the driving state information of a target vehicle traveling on a target road surface; a first calculation module 304, connected to the first acquisition module 302, is used to determine the driving acceleration and the rate of change of acceleration of the target vehicle based on the driving state information; a first determination module 306, connected to the first calculation module 304, is used to determine the initial slope estimate of the target road surface based on the driving acceleration; a second determination module 308, connected to the first determination module 306, is used to determine the slope compensation value of the target road surface based on the driving acceleration and the rate of change of acceleration; and a second calculation module 310, connected to the second determination module 308, is used to compensate the initial slope estimate using the slope compensation value to obtain the target slope estimate of the target road surface. This approach achieves the goal of reducing the impact of drastic changes in vehicle posture on the slope estimation algorithm and improving the estimation accuracy under various vehicle conditions. It also improves the accuracy of slope estimation and optimizes the power output control strategy, thereby solving the technical problem of low slope estimation accuracy leading to unreasonable power output control strategies in related technologies.

[0088] As an optional embodiment, the slope determination device provided in this embodiment of the invention includes the second determination module 308, which comprises:

[0089] The third determining module 312 is used to determine the first slope compensation value based on the above-mentioned driving acceleration and the above-mentioned rate of change of acceleration.

[0090] The fourth determining module 314 is used to extract the steering wheel angle of the target vehicle and the current driving speed of the target vehicle from the driving status information, and to determine the second slope compensation value based on the steering wheel angle and the current driving speed.

[0091] The fifth determining module 316 is used to obtain the slope compensation value of the target road surface based on the first slope compensation value and the second slope compensation value.

[0092] It should be noted that the above modules can be implemented by software or hardware. For example, for the latter, it can be implemented in the following ways: the above modules can be located in the same processor; or the above modules can be located in different processors in any combination.

[0093] It should be noted that the first acquisition module 302, the first calculation module 304, the first determination module 306, the second determination module 308, and the second calculation module 310 mentioned above correspond to steps S102 to S110 in the embodiments. The instances and application scenarios implemented by the above modules and their corresponding steps are the same, but they are not limited to the content disclosed in the above embodiments. It should be noted that the above modules, as part of the device, can run in a computer terminal.

[0094] It should be noted that the optional or preferred implementation methods of this embodiment can be found in the relevant descriptions in the embodiments, and will not be repeated here.

[0095] The slope determination device described above may also include a processor and a memory. The first acquisition module 302, the first calculation module 304, the first determination module 306, the second determination module 308, the second calculation module 310, etc. are all stored in the memory as program units, and the processor executes the program units stored in the memory to realize the corresponding functions.

[0096] The processor contains a core that retrieves the corresponding program unit from memory. One or more cores may be configured. Memory may include non-persistent memory in computer-readable media, random access memory (RAM), and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory includes at least one memory chip.

[0097] This invention provides a non-volatile storage medium storing a program that, when executed by a processor, implements a slope determination method.

[0098] like Figure 4As shown, this embodiment of the invention provides an electronic device 10, which includes a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it performs the following steps: acquiring driving state information of a target vehicle traveling on a target road surface; determining the driving acceleration and rate of change of acceleration of the target vehicle based on the driving state information; determining an initial slope estimate of the target road surface based on the driving acceleration; determining a slope compensation value of the target road surface based on the driving acceleration and the rate of change of acceleration; and compensating the initial slope estimate using the slope compensation value to obtain a target slope estimate of the target road surface. The device in this document can be a server, PC (computer), etc.

[0099] This invention provides a vehicle, which includes a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it performs the following steps: acquiring driving state information of a target vehicle traveling on a target road surface; determining the driving acceleration and rate of change of acceleration of the target vehicle based on the driving state information; determining an initial slope estimate of the target road surface based on the driving acceleration; determining a slope compensation value of the target road surface based on the driving acceleration and the rate of change of acceleration; and compensating the initial slope estimate using the slope compensation value to obtain a target slope estimate of the target road surface.

[0100] The present invention also provides a computer program product, which, when executed on a data processing device, is suitable for executing an initialization program having the following method steps: acquiring driving state information of a target vehicle traveling on a target road surface; determining the driving acceleration and rate of change of acceleration of the target vehicle based on the driving state information; determining an initial slope estimate of the target road surface based on the driving acceleration; determining a slope compensation value of the target road surface based on the driving acceleration and the rate of change of acceleration; and compensating the initial slope estimate using the slope compensation value to obtain a target slope estimate of the target road surface.

[0101] Optionally, the computer program product described above is also applicable to a program that performs initialization with the following method steps: extracting the handle position of the target vehicle, the longitudinal acceleration of the target vehicle, and the driving direction of the target vehicle from the driving state information; and determining the initial slope estimate of the target road surface based on the driving acceleration, the handle position, the longitudinal acceleration, and the driving direction.

[0102] Optionally, the above-described computer program product is also applicable to programs that perform initialization with the following method steps: determining the initial slope estimate of the target road surface in the following manner:

[0103] i0=tan{arcsin{(-1) m [a sensor +(-1) n a] / g}}

[0104] Where i0 is the initial slope estimate, m is the handle position, and a sensor Let be the longitudinal acceleration of the target vehicle, 'a' be the driving acceleration, 'n' be the driving direction, and 'g' be the gravitational acceleration.

[0105] Optionally, the aforementioned computer program product is also applicable to a program that performs initialization with the following steps: determining a first slope compensation value based on the aforementioned driving acceleration and the aforementioned rate of change of acceleration; extracting the steering wheel angle of the target vehicle and the current driving speed of the target vehicle from the aforementioned driving state information, and determining a second slope compensation value based on the aforementioned steering wheel angle and the aforementioned current driving speed; and obtaining the aforementioned slope compensation value of the target road surface based on the aforementioned first slope compensation value and the aforementioned second slope compensation value.

[0106] Optionally, the above-mentioned computer program product is also applicable to a program that performs initialization with the following method steps: obtaining a first weight value corresponding to the first slope compensation value and a second weight value corresponding to the second slope compensation value; and obtaining the slope compensation value of the target vehicle based on the first slope compensation value, the second slope compensation value, the first weight value and the second weight value.

[0107] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0108] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1A device that provides the functions specified in one or more boxes.

[0109] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0110] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0111] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0112] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0113] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0114] It should also be noted that 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 process, method, article, or apparatus. Unless otherwise specified, 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 that element.

[0115] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0116] The above are merely embodiments of the present invention and are not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the present invention should be included within the scope of the claims of the present invention.

Claims

1. A method for determining slope, characterized in that, include: The driving status information of the target vehicle on the target road is obtained from the controller of the target vehicle via the CAN bus. The controller includes at least the electronic stability controller, transmission control unit and electric power steering system of the target vehicle. Based on the driving status information, determine the driving acceleration and rate of change of acceleration of the target vehicle; Based on the driving acceleration, determine the initial slope estimate of the target road surface; Based on the driving acceleration and the rate of change of acceleration, the slope compensation value of the target road surface is determined; The slope compensation value is summed with the initial slope estimate value to obtain the target slope estimate value of the target road surface; The step of determining the slope compensation value of the target road surface based on the driving acceleration and the rate of change of acceleration includes: querying a first calibration result based on the driving acceleration and the rate of change of acceleration to determine a first slope compensation value; extracting the steering wheel angle and the current driving speed of the target vehicle from the driving status information, and querying a second calibration result based on the steering wheel angle and the current driving speed to determine a second slope compensation value; and obtaining the slope compensation value of the target road surface based on the first slope compensation value and the second slope compensation value. The method further includes: collecting the actual driving acceleration, actual acceleration change rate, and actual slope value of the vehicle during different operating conditions, calibrating the correspondence between the actual driving acceleration, the actual acceleration change rate, and the actual slope value to obtain the first calibration result; collecting the actual steering wheel angle, actual current driving speed, and actual slope value of the vehicle during different operating conditions, calibrating the correspondence between the actual steering wheel angle, the actual current driving speed, and the actual slope value to obtain the second calibration result.

2. The method according to claim 1, characterized in that, Determining the initial slope estimate of the target road surface based on the driving acceleration includes: The handle position, longitudinal acceleration, and driving direction of the target vehicle are extracted from the driving status information. The initial slope estimate of the target road surface is determined based on the driving acceleration, the handle position, the longitudinal acceleration, and the driving direction.

3. The method according to claim 2, characterized in that, Determining the initial slope estimate of the target road surface based on the driving acceleration, the handle position, the longitudinal acceleration, and the driving direction includes: The initial slope estimate of the target road surface is determined by the following method: i0=tan{arcsin{(-1) m [whose sensor +(-1) n a] / g}} Where i0 is the initial slope estimate, m is the handle position, and a sensor Let a be the longitudinal acceleration of the target vehicle, n be the driving acceleration, and g be the driving direction.

4. The method according to claim 1, characterized in that, The step of obtaining the slope compensation value of the target road surface based on the first slope compensation value and the second slope compensation value includes: Obtain the first weight value corresponding to the first slope compensation value, and the second weight value corresponding to the second slope compensation value; Based on the first slope compensation value, the second slope compensation value, the first weight value, and the second weight value, the slope compensation value of the target road surface is obtained.

5. A slope determining device, characterized in that, include: The first acquisition module is used to acquire the driving status information of the target vehicle on the target road from the controller of the target vehicle based on the CAN bus, wherein the controller includes at least: the electronic stability controller, the transmission control unit and the electric power steering system of the target vehicle; The first calculation module is used to determine the driving acceleration and rate of change of acceleration of the target vehicle based on the driving state information. The first determining module is used to determine the initial slope estimate of the target road surface based on the driving acceleration; The second determining module is used to determine the slope compensation value of the target road surface based on the driving acceleration and the rate of change of acceleration; The second calculation module is used to sum the slope compensation value and the initial slope estimate value to obtain the target slope estimate value of the target road surface; The second determining module includes: The third determining module is used to query the first calibration result based on the driving acceleration and the rate of change of acceleration to determine the first slope compensation value; The fourth determining module is used to extract the steering wheel angle and the current driving speed of the target vehicle from the driving status information, and query the second calibration result based on the steering wheel angle and the current driving speed to determine the second slope compensation value; The fifth determining module is used to obtain the slope compensation value of the target road surface based on the first slope compensation value and the second slope compensation value; The third determining module is also used to collect the actual driving acceleration, actual acceleration change rate and actual slope value of the vehicle during different working conditions, and to calibrate the correspondence between the actual driving acceleration, the actual acceleration change rate and the actual slope value to obtain the first calibration result; The fourth determining module is also used to collect the actual steering wheel angle, actual current driving speed and actual slope value of the vehicle during different operating conditions, calibrate the correspondence between the actual steering wheel angle, the actual current driving speed and the actual slope value, and obtain the second calibration result.

6. A non-volatile storage medium, characterized in that, The non-volatile storage medium stores multiple instructions adapted for loading by a processor and executing the slope determination method according to any one of claims 1 to 4.

7. An electronic device, characterized in that, include: One or more processors and a memory, the memory being used to store one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors cause the one or more processors to implement the slope determination method according to any one of claims 1 to 4.

8. A vehicle, characterized in that, The vehicle is used to perform the slope determination method according to any one of claims 1 to 4.

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