Slope-up control method, device and computer readable storage medium

Abstract

The application discloses a slope starting control method and device and a computer readable storage medium, and relates to the technical field of vehicle control. The slope starting control method comprises the following steps: obtaining driving state information of a vehicle and prestored vehicle load quality; determining whether to update the prestored vehicle load quality according to the driving state information; if the prestored vehicle load quality is updated, obtaining vehicle force information and a current slope, and calculating a slope starting load quality according to the current slope and the vehicle force information; if the prestored vehicle load quality is not updated, taking the prestored vehicle load quality as the slope starting load quality; and controlling the vehicle to start on a slope according to the slope starting load quality and the current slope. The slope starting control of the vehicle with frequently changing load quality is realized, and the application range of the slope starting control method is widened.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a hill start control method, device and computer readable storage medium. BACKGROUND

[0002] With the gradual development of the automobile industry, automobiles are widely used in various industries. As a common driving scenario, the driver controls the vehicle to start on the slope, which is prone to phenomena such as jerkiness and vehicle sliding. Therefore, many vehicles are now equipped with hill start assist function, but the existing hill start assist function usually calculates the required torque for hill start based on the rated mass of the vehicle and the slope value detected by the sensor. However, in actual use scenarios, the weight of the vehicle will change, especially for heavy commercial vehicles, as they often load and unload goods, the vehicle load mass changes frequently and the change range is large. Therefore, the existing hill start control method has a narrow application range. SUMMARY

[0003] The main purpose of the present application is to provide a hill start control method, which aims to solve the technical problem of the narrow application range of the existing hill start control method.

[0004] To achieve the above-mentioned purpose, the present application provides a hill start control method, which comprises the following steps:

[0005] Obtaining driving state information and pre-stored vehicle load mass of the vehicle;

[0006] According to the driving state information, it is judged whether to update the pre-stored vehicle load mass;

[0007] If the pre-stored vehicle load mass is updated, the vehicle force information and the current slope are obtained, and the hill start load mass is calculated according to the current slope and the vehicle force information;

[0008] If the pre-stored vehicle load mass is not updated, the pre-stored vehicle load mass is taken as the hill start load mass;

[0009] According to the hill start load mass and the current slope, the vehicle is controlled to start on the slope.

[0010] Optionally, before the step of obtaining the driving state information and the pre-stored vehicle load mass of the vehicle, it comprises:

[0011] Obtaining real-time slope information and longitudinal speed information in the driving process of the vehicle;

[0012] According to the real-time slope information and the longitudinal speed information, the pre-stored vehicle load mass is determined.

[0013] Optionally, the step of acquiring the real-time slope information during the driving of the vehicle comprises:

[0014] During the driving of the vehicle, the first vehicle pitch angle of the vehicle is collected by the first detection unit, and the three-axis acceleration of the vehicle is collected by the second detection unit, and the second vehicle pitch angle is calculated according to the three-axis acceleration;

[0015] The first vehicle pitch angle and the second vehicle pitch angle are filtered and calculated based on a preset fusion algorithm to determine a real-time slope value, and the real-time slope value is taken as the real-time slope information of the vehicle.

[0016] Optionally, the step of acquiring the longitudinal speed information during the driving of the vehicle comprises:

[0017] The real-time yaw angle and the real-time vehicle speed of the vehicle are acquired;

[0018] The real-time longitudinal speed of the vehicle is calculated according to the real-time yaw angle and the real-time vehicle speed, and the real-time longitudinal speed is taken as the longitudinal speed information.

[0019] Optionally, the step of determining the pre-stored vehicle load mass according to the real-time slope information and the vehicle speed information comprises:

[0020] The first real-time torque and the real-time wind resistance of the vehicle are acquired;

[0021] The pre-stored vehicle load mass is recursively obtained according to the real-time slope value, the real-time longitudinal speed, the first real-time torque and the real-time wind resistance.

[0022] Optionally, before the step of determining whether to update the pre-stored vehicle load mass according to the driving state information, the method further comprises:

[0023] Whether to enable slope starting is determined according to the driving state information and the current slope;

[0024] If the slope starting is enabled, the step of determining whether to update the vehicle load mass according to the driving state information is performed.

[0025] Optionally, the step of acquiring the driving state information of the vehicle comprises:

[0026] The driving road condition information and the driving behavior information of the vehicle are acquired;

[0027] The corresponding road condition fuzzy confidence is determined according to the driving road condition information;

[0028] The corresponding driver behavior fuzzy confidence is determined according to the driving behavior information;

[0029] According to the road condition ambiguity confidence and the driver behavior ambiguity confidence, determine driving state information of the vehicle.

[0030] Optionally, the step of determining whether to update the pre-stored vehicle load mass according to the driving state information comprises:

[0031] According to the driving state information, determine whether the vehicle has a parking loading and unloading behavior;

[0032] If the vehicle has a parking loading and unloading behavior, determine to update the pre-stored vehicle load mass;

[0033] If the vehicle does not have a parking loading and unloading behavior, determine not to update the pre-stored vehicle load mass.

[0034] Optionally, the step of obtaining vehicle force information and a current slope and calculating a ramp-up load mass according to the current slope and the vehicle force information comprises:

[0035] Obtain vehicle force information, wherein the vehicle force information comprises real-time transmission acceleration, real-time braking force, and second real-time torque;

[0036] According to the current slope, the real-time transmission acceleration, the real-time braking force, and the second real-time torque, calculate a ramp-up load mass.

[0037] Optionally, before the step of obtaining vehicle force information and a current slope and calculating a ramp-up load mass according to the current slope and the vehicle force information, the ramp-up control method further comprises:

[0038] Control a current output torque of the vehicle to be a preset initial torque, and output a brake release request, so that the braking force of the vehicle gradually decreases;

[0039] Obtain a first real-time impact degree of the vehicle, and determine a first impact degree difference between the first real-time impact degree and a preset target impact degree;

[0040] According to the first impact degree difference and a preset initial load, adjust the current output torque.

[0041] Optionally, the step of controlling the vehicle to start on a ramp according to the ramp-up load mass and the current slope comprises:

[0042] According to the ramp-up load mass and the current slope, determine a corresponding start-up demand torque;

[0043] Obtain a second real-time impact degree of the vehicle and a current output torque, and determine a second impact degree difference between the second real-time impact degree and a preset target impact degree;

[0044] According to the second impact degree difference value and the starting demand torque, the current output torque is adjusted until the current output torque reaches the starting demand torque, so that the vehicle completes the hill start.

[0045] In addition, to achieve the above object, the present application also provides a hill start control device, which comprises a memory, a processor and a computer program stored in the memory and executable on the processor, and the computer program realizes the steps of the hill start control method when executed by the processor.

[0046] In addition, to achieve the above object, the present application also provides a computer readable storage medium, which stores a hill start control program, and the hill start control program realizes the steps of the hill start control method when executed by a processor.

[0047] The hill start control method provided by the present application can obtain the driving state information of the vehicle and the pre-stored vehicle load mass. When hill start is needed, the driving state information can be used to determine whether the vehicle has performed a parking loading or unloading behavior that can cause the vehicle load mass to change, so as to determine whether to update the pre-stored vehicle load mass. If the pre-stored vehicle load mass is updated, the force information of the vehicle and the current slope are obtained, and the hill start load mass is calculated according to the current slope and the force information of the vehicle. If the pre-stored vehicle load mass is not updated, the pre-stored vehicle load mass is used as the hill start load mass. Then, the hill start of the vehicle can be controlled according to the hill start load mass and the current slope. Thus, the present application realizes the hill start control of the vehicle with frequently changing load mass, and widens the application range of the hill start control method. BRIEF DESCRIPTION OF DRAWINGS

[0048] Figure 1 Flowchart of the first embodiment of the hill start control method of the present application;

[0049] Figure 2 Scenario diagram of the second embodiment of the hill start control method of the present application;

[0050] Figure 3 Force analysis diagram of the vehicle in the hill start control method of the present application;

[0051] Figure 4 Attitude diagram of the vehicle in the hill start control method of the present application;

[0052] Figure 5 Calculation flowchart of the Kalman filtering algorithm in the hill start control method of the present application;

[0053] Figure 6A flowchart of a third embodiment of the slope starting control method of the present application;

[0054] Figure 7 A flowchart of a fourth embodiment of the slope starting control method of the present application;

[0055] Figure 8 A force diagram of a vehicle during the slope starting process in the slope starting control method of the present application;

[0056] Figure 9 Another force diagram of a vehicle during the slope starting process in the slope starting control method of the present application;

[0057] Figure 10 A device structure diagram of a hardware running environment involved in the embodiment of the present application.

[0058] The implementation, functional features and advantages of the present application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0059] The technical solutions in the embodiments of the present application will be clearly and completely described with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of the present application.

[0060] The term "and / or" in the present application is only used to describe the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone.

[0061] The terms "first" and "second" and the like in the specification and claims of the present application are used to distinguish different objects, and are not used to describe the specific order of the objects. For example, the first target object and the second target object are used to distinguish different target objects, and are not used to describe the specific order of the target objects.

[0062] In the embodiments of the present application, the words such as "exemplary" or "for example" are used to mean an example, illustration or description. Any embodiment or design scheme described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. Rather, the words such as "exemplary" or "for example" are intended to present the relevant concept in a specific manner.

[0063] It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0064] With the gradual development of the automobile industry, automobiles are widely used in various industries. As a common driving scenario, the driver controls the vehicle to start on the slope, which is prone to phenomena such as jerkiness and vehicle sliding. Therefore, many vehicles are now equipped with a hill start assist function, but the existing hill start assist function is usually based on the rated mass of the vehicle and the slope value detected by the sensor to calculate the torque required for the hill start. However, in actual use scenarios, the weight of the vehicle will change, especially heavy commercial vehicles, which often load and unload goods, and the vehicle load mass often changes and changes greatly. Therefore, the existing hill start control method has a narrow scope of application.

[0065] The hill start control method of the present application will be described below in conjunction with some embodiments:

[0066] The execution subject of the hill start control method of the present application can be a hill start control device, which can be a VCU (Vehicle Control Unit, vehicle controller), PC (Personal Computer, personal computer), tablet computer, portable computer or server, etc. Device.

[0067] In an embodiment of the present application, the driving state information of the vehicle and the pre-stored vehicle load mass are obtained. When hill starting is required, the driving state information can be used to determine whether the vehicle has performed a behavior that will cause the vehicle load mass to change, such as stopping to load or unload, so as to determine whether to update the pre-stored vehicle load mass. If the pre-stored vehicle load mass is updated, the vehicle force information and the current slope are obtained, and the hill start load mass is calculated based on the current slope and the vehicle force information. If the pre-stored vehicle load mass is not updated, the pre-stored vehicle load mass is used as the hill start load mass. Further, the hill start load mass and the current slope can be used to control the vehicle to start on the slope. Thus, the present application realizes the hill start control of the vehicle with frequently changing load mass, and widens the scope of application of the hill start control method.

[0068] Please refer to Figure 1 , Figure 1 The flowchart of the first embodiment of the hill start control method of the present application. It should be noted that although the logical sequence is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0069] The first embodiment of the present application provides a hill start control method, which comprises the following steps:

[0070] Step S100, obtaining the driving state information of the vehicle and the pre-stored vehicle load mass;

[0071] In this embodiment, it should be noted that the vehicle load mass is the sum of the weight of the vehicle itself and the weight of the objects loaded. The pre-stored vehicle load mass can be the vehicle load mass calculated during the driving of the vehicle, for example, by force analysis of the vehicle during driving and based on Newton's second law, the vehicle load mass is calculated. It can also be directly detected by the weight detection device. The driving state information can include driving road conditions and driver behavior. Exemplarily, the driving road conditions include highway sections, intercity sections, suburban sections, urban sections, etc. The driver behavior includes queuing, starting and stopping, parking waiting, parking and other behaviors.

[0072] Step S200, according to the driving state information, judge whether to update the pre-stored vehicle load mass;

[0073] Specifically, after obtaining the driving state information, it can be determined whether the vehicle load mass of the vehicle has changed according to the driving state information. If the vehicle load mass of the vehicle has changed, it is determined to update the pre-stored vehicle load mass; if the vehicle load mass of the vehicle has not changed, it is determined not to update the pre-stored vehicle load mass. Exemplarily, taking a heavy commercial vehicle as an example, it can be known that the use scene of the heavy commercial vehicle is relatively single compared with the passenger car, the heavy commercial vehicle runs in the highway section and the intercity section between the starting place and the target place, and the process close to the starting place and the target place usually belongs to the suburban section or the urban section. Therefore, in combination with the driving road conditions and the driver behavior in the driving state, it is determined whether the vehicle has the behavior of parking and loading or unloading which will cause the change of the vehicle load mass, so as to judge whether to update the pre-stored vehicle load mass. If it is determined according to the driving state information that the vehicle has the behavior of parking and loading or unloading, it can be determined to update the pre-stored vehicle load mass; if it is determined according to the driving state information that the vehicle does not have the behavior of parking and loading or unloading, it can be determined not to update the pre-stored vehicle load mass.

[0074] Among them, before the step S200 according to the driving state information, judge whether to update the pre-stored vehicle load mass step includes:

[0075] Step S210, according to the driving state information and the current slope, judge whether to enable slope start;

[0076] Step S211, if the slope start is enabled, execute the step: according to the driving state information, judge whether to update the vehicle load mass.

[0077] Specifically, the current slope is the slope of the slope where the vehicle is currently located, which can be detected by a gyroscope, an accelerometer or other sensing devices, so as to determine the current slope.

[0078] In this embodiment, the driving state information can be used to determine whether the vehicle is in a driving state or a parking state. When the vehicle is in a parking state and the current slope is greater than a preset minimum slope threshold (such as 1°, 1.5°, 2°, etc.), it indicates that the vehicle is parked on a slope and needs to start on the slope, and then it can be determined that the hill start is enabled. When the vehicle is in a driving state and / or the current slope is not greater than the preset minimum slope threshold, it indicates that the vehicle is not parked on a slope and is driving or parked on a flat ground, and then it can be determined that the hill start is not enabled.

[0079] In step S300, if the pre-stored vehicle load mass is updated, the vehicle force information and the current slope are obtained, and the hill start load mass is calculated according to the current slope and the vehicle force information.

[0080] Specifically, the vehicle force information includes real-time transmission acceleration, real-time braking force, and second real-time torque. The real-time transmission acceleration is the acceleration obtained by differentiating the transmission input shaft speed of the vehicle, which can represent all external forces of the vehicle in a static state. The real-time braking force is the braking force acting on the vehicle in real time. It can be understood that the real-time braking force can be estimated by the braking release time of the vehicle and the longitudinal decomposition force of the vehicle in real time, or it can be directly detected by a sensor. Therefore, in the case of updating the pre-stored vehicle load mass, the hill start load mass can be calculated according to the current slope, the real-time transmission acceleration, the real-time braking force, and the second real-time torque by analyzing the force of the vehicle in a static state.

[0081] In step S400, if the pre-stored vehicle load mass is not updated, the pre-stored vehicle load mass is used as the hill start load mass.

[0082] Specifically, according to the driving state information, it is determined that the vehicle load mass of the vehicle has not changed, and in the case of not updating the pre-stored vehicle load mass, the pre-stored vehicle load mass is directly used as the hill start load mass.

[0083] In step S500, the vehicle is controlled to start on a slope according to the hill start load mass and the current slope.

[0084] Specifically, after determining the ramp-up load mass, a corresponding start demand torque can be determined according to the ramp-up load mass and the current slope, and then the vehicle is controlled to output the start demand torque, so as to realize the ramp start of the vehicle. For example, after the torque of the vehicle can be controlled to reach the start demand torque, a brake release request is output to make the brake device release the vehicle, so that the vehicle completes the ramp start. It can be understood that the brake release process of the vehicle will last for a period of time, during which the braking force will gradually decrease until the brake release is completed. Therefore, the braking force descending rate of the vehicle can also be determined according to the length of the brake release process of the vehicle, and then the corresponding torque rising rate is determined according to the braking force descending rate. The traction force rising rate corresponding to the torque rising rate is greater than or equal to the absolute value of the braking force descending rate, so as to avoid the vehicle from rolling down the slope. Therefore, the torque of the vehicle is controlled to be output according to the torque rising rate, so as to realize the ramp start of the vehicle.

[0085] In step S500, the vehicle is controlled to start on the ramp according to the ramp-up load mass and the current slope.

[0086] In step S510, a corresponding start demand torque is determined according to the ramp-up load mass and the current slope.

[0087] In step S520, the second real-time jerk of the vehicle and the current output torque are obtained, and a second jerk difference between the second real-time jerk and a preset target jerk is determined.

[0088] In step S530, the current output torque is adjusted according to the second jerk difference and the start demand torque until the current output torque reaches the start demand torque, so that the vehicle completes the ramp start.

[0089] Specifically, the calculation formula of the jerk is:

[0090]

[0091] wherein a InputShaft is the transmission acceleration, t is the time, and the jerk is the derivative of the transmission acceleration with respect to time.

[0092] In the embodiment, the longitudinal decomposed force of the vehicle under the ramp load mass and the current slope can be calculated according to the ramp load mass and the current slope, so that the corresponding starting demand torque is calculated according to the longitudinal decomposed force and the tire radius of the vehicle. Then, the second real-time impact degree and the current output torque of the vehicle are obtained, and the second impact degree difference between the second real-time impact degree and the preset target impact degree is determined. The current output torque is adjusted according to the second impact degree difference and the starting demand torque until the current output torque reaches the starting demand torque, so that the vehicle completes the ramp starting. Thus, the preset target impact degree is used as a reference to adjust the current output torque, so that the smoothness of the vehicle during the ramp starting is ensured.

[0093] In the first embodiment of the present application, the driving state information of the vehicle and the pre-stored vehicle load mass are obtained. When the ramp starting is needed, whether the vehicle has behaviors such as parking loading or unloading that can cause the change of the vehicle load mass is determined according to the driving state information, so that whether the pre-stored vehicle load mass is updated is determined. If the pre-stored vehicle load mass is updated, the force information of the vehicle and the current slope are obtained, and the ramp load mass is calculated according to the current slope and the force information of the vehicle. If the pre-stored vehicle load mass is not updated, the pre-stored vehicle load mass is used as the ramp load mass. Then, the vehicle can be controlled to start on the ramp according to the ramp load mass and the current slope. Thus, the ramp starting control of the vehicle with frequently changing load mass is realized, and the application range of the ramp starting control method is widened.

[0094] Further, with reference to Figure 2 , the second embodiment of the present application provides a ramp starting control method based on the above Figure 1 , the step of obtaining the driving state information of the vehicle and the pre-stored vehicle load mass before the step S100 of the above-mentioned embodiment includes:

[0095] Step A10, obtaining real-time slope information and longitudinal speed information during the driving of the vehicle.

[0096] Step A20, determining the pre-stored vehicle load mass according to the real-time slope information and the longitudinal speed information.

[0097] Specifically, the real-time slope information can include a real-time slope value during the driving of the vehicle, and the longitudinal speed can include a real-time speed in the longitudinal direction of the vehicle in the reference system of the vehicle during the driving of the vehicle.

[0098] With reference to Figure 3 , Figure 3A schematic diagram of force analysis of the vehicle in the driving process of the slope control method of the present application. Figure 3 F grade F is the longitudinal decomposed force of the vehicle (i.e. the decomposed force of the gravity of the vehicle in the longitudinal direction); drive F is the tractive force of the vehicle; μ F is the resistance force of the vehicle, which can specifically include the ground friction force and the air resistance force;β is the slope of the road. Through force analysis, Figure 3 F drive F μ F grade Then, the pre-stored vehicle load mass can be calculated based on the Newton's second law, the real-time slope information and the longitudinal speed information. It can be understood that the pre-stored vehicle load mass can be updated in real time according to the real-time slope information and the longitudinal speed information in the embodiment, so as to ensure the accuracy of the pre-stored vehicle load mass.

[0099] In the step A10 of acquiring the real-time slope information of the vehicle in the driving process, the step includes:

[0100] In step B10, the first vehicle pitch angle of the vehicle is collected by the first detection unit, and the three-axis acceleration of the vehicle is collected by the second detection unit in the driving process of the vehicle, and the second vehicle pitch angle is calculated according to the three-axis acceleration;

[0101] In step B20, the first vehicle pitch angle and the second vehicle pitch angle are calculated by filtering based on a preset fusion algorithm, the real-time slope value is determined, and the real-time slope value is taken as the real-time slope information of the vehicle.

[0102] Referring to Figure 4 , Figure 4 A schematic diagram of the attitude of the vehicle in the slope control method of the present application, in which the X-axis direction is the roll angle of the vehicle, the Y-axis direction is the pitch angle of the vehicle, and the Z-axis direction is the yaw angle of the vehicle. Specifically, the first detection unit is a device capable of directly detecting the pitch angle of the vehicle, such as a gyroscope, which can measure the angle changes of X, Y and Z axes, so as to determine the first vehicle pitch angle. The second detection unit is a device capable of detecting the acceleration of the vehicle in three-axis directions, such as a three-axis accelerometer, which measures the accelerations of X, Y and Z axes, and then obtains the second vehicle pitch angle through Euler coordinate transformation. It can be understood that the first detection unit and the second detection unit can be units arranged in different sensors respectively, or can be units integrated in the same sensor, such as a six-axis inertial sensor.

[0103] In actual use, the triaxial acceleration sensor is sensitive to disturbances such as vibration, but the long-term data calculated attitude is reliable, and the gyroscope is not sensitive to these disturbances such as vibration, but the gyroscope will drift after long-term use. Therefore, in order to further improve the accuracy of real-time slope information, during the driving of the vehicle, the first vehicle pitch angle of the vehicle is collected through the first detection unit, and the triaxial acceleration of the vehicle is collected through the second detection unit, and the second vehicle pitch angle is calculated according to the triaxial acceleration. The triaxial acceleration includes X-axis acceleration, Y-axis acceleration and Z-axis acceleration, and the calculation formula of the second vehicle pitch angle calculated according to the triaxial acceleration is as follows:

[0104]

[0105] wherein Angle Y is the second vehicle pitch angle, Accleration X is the X-axis acceleration, Acceleration Y is the Y-axis acceleration, and Acceleration z is the Z-axis acceleration.

[0106] Exemplarily, the preset fusion algorithm can be Kalman filtering algorithm, the first vehicle pitch angle and the second vehicle pitch angle are calculated by filtering based on the preset fusion algorithm, the real-time slope value is determined, and the real-time slope value is taken as the real-time slope information of the vehicle. Refer to Figure 5 , Figure 5 is the calculation process diagram of Kalman filtering algorithm in the slope control method of the application. Kalman filtering algorithm can predict the initial estimated value and initial error covariance to obtain prior estimation and prior estimation error covariance, and update Kalman gain and error covariance matrix in the estimation process, so that the final output estimation value is as close to the true value as possible. Wherein, the calculation formula of the current estimation value of the vehicle pitch angle is as follows:

[0107]

[0108] wherein, is the current estimation value, is the initial estimated value in Kalman prior estimation, GyroRate Y is the Y-axis angle sampling value determined by the angle change through the first detection unit (such as gyroscope), GyroRate_Offsets is the offset value of the first detection unit, d time is the system sampling time; since the first detection unit has an offset GyroRate_Offsets, GyroRate Y-GyroRate_Offsets, to improve the accuracy of the first vehicle pitch angle,

[0109] The above formula is expressed by the state space equation, and the expression is as follows:

[0110]

[0111] Wherein, GyroRate Y -GyroRate_Offsets;

[0112] Therefore, the state matrix A is:

[0113]

[0114] Further, according to the angle calculation physical rule, the corresponding observation matrix H is determined:

[0115] H = [1 0];

[0116] According to the above derivation process, the fused vehicle pitch angle estimation value is:

[0117]

[0118] Wherein, KalmanGain is the Kalman gain in observation update.

[0119] In order to facilitate subsequent calculation, the angle of the vehicle pitch angle can be converted into radian, that is, the slope (radian system), that is, the real-time slope value is

[0120] Therefore, based on the preset fusion algorithm, the first vehicle pitch angle and the second vehicle pitch angle determined by different sensors are filtered and calculated, and the real-time slope value of the vehicle is obtained by fusion, thereby improving the accuracy of the real-time slope value, and further improving the accuracy of the pre-stored vehicle load mass and the slope start load mass in subsequent calculation.

[0121] Wherein, the step of acquiring the longitudinal speed information of the vehicle in the driving process comprises:

[0122] Step C10, acquiring the real-time yaw angle and real-time vehicle speed of the vehicle;

[0123] Step C20, according to the real-time yaw angle and real-time vehicle speed, the real-time longitudinal speed of the vehicle is calculated, and the real-time longitudinal speed is taken as the longitudinal speed information.

[0124] Similarly, in order to improve the accuracy of the real-time yaw angle, the first detection unit can be used to collect the first vehicle yaw angle of the vehicle during driving, and the second detection unit can be used to collect the three-axis acceleration of the vehicle, and the second vehicle yaw angle can be calculated according to the three-axis acceleration. Then, based on a preset fusion algorithm, the first vehicle yaw angle and the second vehicle yaw angle are filtered and calculated to determine the real-time yaw angle.

[0125] In the actual driving process of the vehicle, the vehicle often makes turns and other actions. Therefore, in order to avoid the influence of the longitudinal decomposition of the turning and other lateral movements on the calculation of the vehicle load mass, the real-time yaw angle and the real-time speed of the vehicle can be used to decompose the real-time speed of the vehicle, and the real-time longitudinal speed of the vehicle can be calculated, and the real-time longitudinal speed can be used as the longitudinal speed information. For example, when the real-time speed of the vehicle is 100km / h and the real-time yaw angle is 30°, the real-time longitudinal speed is 100*cos30°=86.6km / h. Thus, the problem of large deviation of the calculated pre-stored vehicle load mass caused by directly using the real-time speed of the vehicle to calculate the pre-stored vehicle load mass when the vehicle is turning is avoided.

[0126] The step of determining the pre-stored vehicle load mass according to the real-time slope information and the speed information comprises:

[0127] Step D10, obtaining the first real-time torque and the real-time wind resistance of the vehicle;

[0128] Step D20, recursively calculating the pre-stored vehicle load mass according to the real-time slope value, the real-time longitudinal speed, the first real-time torque and the real-time wind resistance.

[0129] Specifically, according to the vehicle longitudinal dynamics and Newton's second law, the vehicle in motion satisfies the following formula:

[0130]

[0131] wherein RlsMass is the pre-stored vehicle load mass; v x is the real-time longitudinal speed, is the derivative of the real-time longitudinal speed, i.e. the acceleration of the whole vehicle; F Drvier is the vehicle traction force, the F Drvier is the product of the vehicle torque and the tire radius of the vehicle; air_density is the air density, A_Cd is the air resistance coefficient, which can be taken as an empirical value; front_ares is the vehicle frontal area, which is determined according to the vehicle parameters of the vehicle; μ is the ground friction coefficient, which can be taken as an empirical value; g is the acceleration of gravity, which is usually taken as 9.8m / s 2 .

[0132] Further, another calculation formula of the pre-stored vehicle load mass can be derived based on the above formula as follows:

[0133]

[0134] Let:

[0135] H m (1)=(F Drvier -1 / 2×air_density×A_Cd×front_ares×v x 2 );

[0136]

[0137] Thus, the pre-stored vehicle load mass can be obtained by recursive calculation based on the least square method, thereby improving the accuracy of the pre-stored vehicle load mass. The least square method can be a recursive least square method based on a forgetting factor.

[0138] Further, with reference to Figure 6 , the third embodiment of the present application provides a slope starting control method, based on the above Figure 1 embodiment, the step of obtaining the driving state information of the vehicle in step S100 comprises:

[0139] Step S110, obtaining driving road condition information and driving behavior information of the vehicle;

[0140] Step S120, determining the corresponding road condition fuzzy confidence degree according to the driving road condition information;

[0141] Step S130, determining the corresponding driver behavior fuzzy confidence degree according to the driving behavior information;

[0142] Step S140, determining the driving state information of the vehicle according to the road condition fuzzy confidence degree and the driver behavior fuzzy confidence degree.

[0143] Specifically, the driving road condition information can include gear, throttle opening, brake opening, longitudinal vehicle speed, vehicle yaw angle, etc.; the driving behavior information can include gear, throttle opening, brake opening, longitudinal vehicle speed, steering wheel angle, etc.

[0144] In this embodiment, for the determination of the road condition fuzzy confidence degree, the vehicle road condition attribute can be defined as:

[0145] RoadMembers=[Highway Intercity Suburb Urban], i.e. highway section, intercity section, suburban section, urban section.

[0146] The road condition reference membership is then defined as:

[0147] Road_WeightFactor_Ref = [R_Factor1 R_Factor2 R_Factor3 R_Factor4], i.e., road condition 1, road condition 2, road condition 3, and road condition 4;

[0148] The road condition factor vector is defined as:

[0149] RoadVect = [Gear AccPdPos BrkPdPos v x YawRate], i.e., gear, accelerator opening degree, brake opening degree, longitudinal vehicle speed, and vehicle yaw rate;

[0150] The road condition factor vector can be determined according to the driving road condition information, and then matched with a preset road condition attribute vector (i.e., a road condition factor vector corresponding to each vehicle road condition attribute), so as to determine a corresponding road condition confidence, i.e., a confidence of belonging to the four road conditions in the above road condition reference membership based on the driving road condition information:

[0151] Road_Confidence = [Con1 Con2 Con3 Con4].

[0152] It can be understood that, since the road condition changes relatively slowly, from the aspect of improving the calculation performance, the road condition confidence can not be calculated in real time, and the road condition membership can be calculated once per a preset calculation period (such as 3s, 4s, or 5s), but the road condition confidence needs to be calculated and updated once per 1s, and the road condition confidence information of the corresponding group number is recorded as sample data for determining the road condition membership. Further, in order to improve the recognition accuracy of the road condition, the road condition confidence calculated each time needs to be processed; the road condition confidence in a preset calculation period is converted as follows:

[0153] Con xn = ConRaw xn x TransWeigth xn ;

[0154] x is the recording time of the road condition confidence, which exemplarily corresponds to 1s, 2s, 3s, and 4s, respectively, n is the serial number in the fuzzy set RoadMembers; ConRaw xn is the original road condition confidence, and TransWeigt□ xn is a transition factor;

[0155] Finally, the road condition confidence Road_WeightCon in the preset operation period is updated recursively:

[0156]

[0157] The fuzzy calculation of the road condition membership RoadEstResult adopts a multiplication maximum operator method:

[0158] Fuzzy_Matirx = Road_WeightFactor_Ref * Road_WeightCon;

[0159]

[0160] Thus, the road condition fuzzy confidence RoadEstConfidence corresponding to the driving road condition information can be determined = Max (Fuzzy_Road_WeightFactor). After determining the road condition fuzzy confidence corresponding to the driving road condition information, the road condition in which the vehicle is located can be known.

[0161] Similarly, for the determination of the road condition fuzzy confidence. First, the driver behavior attribute is defined:

[0162] DriverBehaviorMembers = [Queued Start & Stop StopWait Stop], that is, queued driving, start-stop, parking waiting, and parking.

[0163] Then, the driver reference membership is defined:

[0164] Driver_WeightFactor_Ref = [D_Factor1 D_Factor2 D_Factor3 D_Factor4], that is, driver behavior 1, driver behavior 2, driver behavior 3, and driver behavior 4.

[0165] The driver behavior factor vector is defined as:

[0166] BehaviorVect = [Gear AccPdPos BrkPdPos v x SteerWheelAngle], that is, gear, throttle opening, brake opening, longitudinal vehicle speed, and steering wheel angle.

[0167] Similarly, the driver behavior factor vector can be determined according to the driving behavior information, and then the corresponding driver behavior confidence can be determined by matching the driver behavior factor vector with a preset driver behavior attribute vector (i.e., a road condition factor vector corresponding to each driver behavior attribute). Further, based on the driver behavior confidence, the corresponding driver fuzzy confidence DriverEstConfidence = Max (Fuzzy_Driver_WeightFactor) can be determined.

[0168] Finally, the road condition in which the vehicle is located can be determined according to the road fuzzy confidence, and the driver behavior of the vehicle can be determined according to the driver fuzzy confidence, so that the road condition in which the vehicle is located and the driver behavior are taken as the driving state information of the vehicle. In this embodiment, the road condition in which the vehicle is located and the driver behavior are identified by fuzzy recognition based on the driving road condition information and the driving behavior information such as the gear, the accelerator opening degree, the brake opening degree, the longitudinal vehicle speed, the vehicle yaw angle, and the steering wheel rotation angle, so that the current driving state of the vehicle is determined. Compared with the determination of the road condition in which the vehicle is located and the driver behavior by using a high-precision camera and a high-precision radar, the method of this embodiment has the advantages of low cost, high accuracy, and the like.

[0169] Further, the step S200 of determining whether to update the pre-stored vehicle load mass according to the driving state information comprises:

[0170] In step S220, it is determined whether the vehicle has a parking loading and unloading behavior according to the driving state information.

[0171] In step S221, if the vehicle has a parking loading and unloading behavior, it is determined to update the pre-stored vehicle load mass.

[0172] In step S222, if the vehicle does not have a parking loading and unloading behavior, it is determined not to update the pre-stored vehicle load mass.

[0173] Specifically, the driving state information includes a road condition and a driver behavior of the vehicle. After obtaining the driving state information, the vehicle parking and loading / unloading behavior (i.e., a parking loading behavior or a parking unloading behavior) can be determined according to the road condition and the driver behavior in the driving state information, if the driving state information matches a preset parking and loading / unloading scenario. The preset parking and loading / unloading scenario is a scenario in which the vehicle has the parking and loading / unloading behavior, which is set by a manufacturer in advance. The preset parking and loading / unloading scenario includes the road condition and the driver behavior when the vehicle has the parking and loading / unloading behavior. For example, a heavy commercial vehicle has a single use scenario compared with a passenger vehicle. The heavy commercial vehicle runs on a highway section and an intercity section between a starting point and a target point, and usually runs on a suburban section or an urban section near the starting point and the target point. Therefore, the preset parking and loading / unloading scenario is that the vehicle is on the suburban section or the urban section and the driver behavior is parking. In the case that the vehicle has the parking and loading / unloading behavior, the pre-stored vehicle load mass is updated. In the case that the vehicle does not have the parking and loading / unloading behavior, the pre-stored vehicle load mass is not updated.

[0174] Further, referring to Figure 7 , the fourth embodiment of the present application provides a slope starting control method based on the above-mentioned Figure 1 The step of obtaining the vehicle force information and the current slope in step S300 and calculating the slope starting load mass according to the current slope and the vehicle force information includes the following steps.

[0175] In step S310, the vehicle force information is obtained, wherein the vehicle force information includes a real-time transmission acceleration, a real-time braking force, and a second real-time torque.

[0176] In step S320, the slope starting load mass is calculated according to the current slope, the real-time transmission acceleration, the real-time braking force, and the second real-time torque.

[0177] Referring to Figure 8 , Figure 8 is a force diagram of a vehicle in a slope starting process in the slope starting control method of the present application. Figure 8 In the figure, the left vertical axis is a vehicle load mass, the right vertical axis is a force acting on the vehicle, and the horizontal axis is time. Mass full is a vehicle load mass of the vehicle in a full load state, Mass baseThe intersection of the black solid line 10 and the right longitudinal axis is the longitudinal decomposition force of the vehicle in the full load state, and the intersection of the black dashed line 20 and the right longitudinal axis is the longitudinal decomposition force of the vehicle in the empty load state; the dark gray solid line 11 is the vehicle traction force in the full load state, and the light gray solid line 12 is the vehicle braking force in the full load state; the dark gray dashed line 21 is the vehicle traction force in the empty load state, and the light gray dashed line 22 is the vehicle braking force in the empty load state. At time t Current , the brake release request is output, so that the braking force of the vehicle gradually decreases, and then the traction force of the vehicle gradually increases, and at this time the vehicle is maintained in a stationary state until time t ReleaseDone , the brake is completely released, and then at time t ReleaseDone , the vehicle starts to speed up under the action of the traction force and completes the hill start.

[0178] It can be understood that the purpose of updating the pre-stored vehicle load mass is to avoid the case that the vehicle load changes and the hill start is still performed according to the pre-stored vehicle load mass calculated before, which will cause the output torque of the vehicle to be unmatched with the longitudinal decomposition force of the vehicle. If the vehicle load increases, the longitudinal decomposition force calculated by using the pre-stored vehicle load mass before will be smaller than the actual longitudinal decomposition force, which will cause the hill start time to increase, the vehicle to slide back for a long distance, have potential risks, and also reduce the service life of the transmission system such as the clutch. If the vehicle load decreases, the longitudinal decomposition force calculated by using the pre-stored vehicle load mass before will be greater than the actual longitudinal decomposition force, which will cause the hill start time to decrease, but will cause the vehicle to start to have transmission impact and affect the normal driving operation of the driver.

[0179] The force analysis of the stationary vehicle on the slope is as follows:

[0180] HillMass×a InputS□aft =F Drvier +F Brake -HillMass×g×sin(β);

[0181]

[0182] Wherein, HillMasss is the hill start load mass; F Brake is the braking force; β is the current slope; F Driver is the current traction force of the vehicle, and the F Drvier is the product of the torque (i.e. the second real-time torque) of the vehicle and the tire radius of the vehicle; a inputshaft is the real-time transmission acceleration, which is the acceleration obtained by deriving the transmission input shaft speed of the vehicle, and can represent all external forces of the vehicle in a static state.

[0183] Therefore, the embodiment obtains vehicle force information, wherein the vehicle force information includes real-time transmission acceleration, real-time braking force and second real-time torque, and then calculates the ramp start load mass according to the current slope, the real-time transmission acceleration, the real-time braking force and the second real-time torque.

[0184] Before the step of obtaining the vehicle force information and the current slope and calculating the ramp start load mass according to the current slope and the vehicle force information in the step S300, the ramp start control method further comprises:

[0185] Step E10, controlling the current output torque of the vehicle to be a preset initial torque, and outputting a brake release request to gradually reduce the braking force of the vehicle;

[0186] Step E20, obtaining a first real-time impact degree of the vehicle, and determining a first impact degree difference between the first real-time impact degree and a preset target impact degree;

[0187] Step E30, adjusting the current output torque according to the first impact degree difference and a preset initial load.

[0188] In the embodiment, in order to improve the calculation speed of the ramp start load mass and reduce the service life loss of the transmission system loss parts, the preset initial torque and the preset initial load are introduced. Therefore, before the ramp start load mass is calculated, the current output torque of the vehicle is controlled to be the preset initial torque, and a brake release request is outputted to gradually reduce the braking force of the vehicle. The first real-time impact degree of the vehicle is obtained, and the first impact degree difference between the first real-time impact degree and the preset target impact degree is determined. Then, the current output torque is adjusted according to the first impact degree difference and the preset initial load. After the ramp start load mass is calculated, the longitudinal decomposition force of the vehicle under the ramp start load mass and the current slope is calculated according to the ramp start load mass and the current slope, so as to calculate the corresponding start demand torque according to the longitudinal decomposition force and the tire radius of the vehicle. The second real-time impact degree of the vehicle and the current output torque are obtained, and the second impact degree difference between the second real-time impact degree and the preset target impact degree is determined. The current output torque is adjusted according to the second impact degree difference and the start demand torque until the current output torque reaches the start demand torque, so as to complete the ramp start of the vehicle.

[0189] Referring to Figure 9 , Figure 9 Another force schematic diagram of the vehicle in the ramp start control method of the embodiment. Figure 9In the figure, the left longitudinal axis is the vehicle load mass, the right longitudinal axis is the output torque of the vehicle, and the horizontal axis is time. The horizontal solid line and the horizontal dashed line respectively refer to the starting demand torque corresponding to different vehicle load masses, the horizontal dashed line M0 refers to the preset initial load Mass InitCal , the horizontal dashed line M1 refers to the actual hill start load Mass startAct+ , the virtual brake curve L10 is the brake torque change curve corresponding to the case that the hill start load Mass startAct+ is the preset initial load Mass InitCal , and the actual brake curve L11 is the brake torque change curve corresponding to the actual hill start load Mass startAct+ . The output torque curve L20 is the change curve of the output torque of the vehicle. In the embodiment, at the time t Current , the current output torque of the vehicle is controlled to be the preset initial torque P0, then at the time t MassCal , the hill start load is calculated while the output brake release request is output so that the brake force of the vehicle gradually decreases. At the time t MassUpdate , the hill start load is calculated, the corresponding starting demand torque P1 is determined, and the output torque of the vehicle is controlled to reach the starting demand torque P1, so that after the brake is completely released, the vehicle continues to accelerate according to the starting demand torque P1 to complete the hill start. During the entire hill start process, the output torque of the vehicle is adjusted based on the jerk to avoid the vehicle from rolling down the slope, transmission impact and the like, and the smoothness of the hill start process is ensured.

[0190] Before the calculation of the hill start load is completed, the embodiment outputs the brake release request in advance so that the brake force of the vehicle gradually decreases, and at the same time, the output torque of the vehicle is controlled to be the preset initial torque and adjusted based on the first jerk difference, thereby avoiding the vehicle from rolling down the slope, transmission impact and the like, and the hill start does not need to be performed after the calculation of the hill start load is completed, and the efficiency of the vehicle hill start control is improved.

[0191] As shown in FIG. 1, Figure 10 , FIG. 1 is a device structure schematic diagram of a hardware running environment related to an embodiment scheme of the present application. Figure 10

[0192] Specifically, the hill start control device can be a VCU (Vehicle Control Unit, vehicle controller), an ECU (Electronic Control Unit, electronic control unit), a PC (Personal Computer, personal computer), a tablet computer, a portable computer or a server and the like. ​

[0193] As shown in Figure 10 The slope starting control device can include a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to realize the connection communication between these components. The user interface 1003 can include a display, an input unit such as a keyboard, and can also include a standard wired interface, a wireless interface. The network interface 1004 can optionally include a standard wired interface, a wireless interface (such as a wireless fidelity (WIreless-FIdelity, WI-FI) interface). The memory 1005 can be a high-speed random access memory (RAM) memory, or a stable non-volatile memory (NVM) such as a disk memory. The memory 1005 can also be a storage device independent of the aforementioned processor 1001.

[0194] Those skilled in the art can understand that Figure 10 The device structure shown in the foregoing embodiments does not constitute a limitation on the slope starting control device, and can include more or fewer components than those shown, or combine certain components, or different component arrangements.

[0195] As shown in Figure 10 The memory 1005 as a computer storage medium can include an operating system, a network communication module, a user interface module, and a slope starting control application.

[0196] In the device shown in Figure 10 The network interface 1004 is mainly used to connect to a background server and communicate data with the background server; the user interface 1003 is mainly used to connect to a client and communicate data with the client; and the processor 1001 can be used to call the slope starting control program stored in the memory 1005 to perform the following operations:

[0197] Obtain driving state information and pre-stored vehicle load mass of the vehicle;

[0198] According to the driving state information, determine whether to update the pre-stored vehicle load mass;

[0199] If the pre-stored vehicle load mass is updated, obtain vehicle force information and a current slope, and calculate a slope starting load mass according to the current slope and the vehicle force information;

[0200] If the pre-stored vehicle load mass is not updated, the pre-stored vehicle load mass is taken as the ramp-up load mass;

[0201] According to the ramp-up load mass and the current slope, the vehicle is controlled to start on a ramp.

[0202] Further, the processor 1001 can also be configured to invoke a ramp-up control program stored in the memory 1005 to perform the following operations:

[0203] Obtain real-time slope information and longitudinal vehicle speed information during vehicle travel;

[0204] According to the real-time slope information and the longitudinal vehicle speed information, determine a pre-stored vehicle load mass.

[0205] Further, the processor 1001 can also be configured to invoke a ramp-up control program stored in the memory 1005 to perform the following operations:

[0206] During vehicle travel, a first vehicle pitch angle of the vehicle is collected by a first detection unit, and a three-axis acceleration of the vehicle is collected by a second detection unit, and a second vehicle pitch angle is calculated according to the three-axis acceleration;

[0207] Based on a preset fusion algorithm, the first vehicle pitch angle and the second vehicle pitch angle are filtered and calculated to determine a real-time slope value, and the real-time slope value is taken as the real-time slope information of the vehicle.

[0208] Further, the processor 1001 can also be configured to invoke a ramp-up control program stored in the memory 1005 to perform the following operations:

[0209] Obtain a real-time yaw angle and a real-time vehicle speed of the vehicle;

[0210] According to the real-time yaw angle and the real-time vehicle speed, a real-time longitudinal speed of the vehicle is calculated, and the real-time longitudinal speed is taken as the longitudinal vehicle speed information.

[0211] Further, the processor 1001 can also be configured to invoke a ramp-up control program stored in the memory 1005 to perform the following operations:

[0212] Obtain a first real-time torque and a real-time wind resistance of the vehicle;

[0213] According to the real-time slope value, the real-time longitudinal speed, the first real-time torque, and the real-time wind resistance, a pre-stored vehicle load mass is recursively obtained.

[0214] Further, the processor 1001 can also be configured to invoke a ramp-up control program stored in the memory 1005 to perform the following operations:

[0215] determining whether to enable hill start according to the driving state information and the current slope;

[0216] If hill start is enabled, the following step is performed: determining whether to update the vehicle load mass according to the driving state information.

[0217] Further, the processor 1001 can be further configured to invoke a hill start control program stored in the memory 1005 to perform the following operations:

[0218] obtaining driving road condition information and driving behavior information of the vehicle;

[0219] determining a corresponding road condition fuzzy confidence according to the driving road condition information;

[0220] determining a corresponding driver behavior fuzzy confidence according to the driving behavior information;

[0221] determining driving state information of the vehicle according to the road condition fuzzy confidence and the driver behavior fuzzy confidence.

[0222] Further, the processor 1001 can be further configured to invoke a hill start control program stored in the memory 1005 to perform the following operations:

[0223] determining whether the vehicle has a parking loading and unloading behavior according to the driving state information;

[0224] If the vehicle has a parking loading and unloading behavior, it is determined to update the pre-stored vehicle load mass;

[0225] If the vehicle does not have a parking loading and unloading behavior, it is determined not to update the pre-stored vehicle load mass.

[0226] Further, the processor 1001 can be further configured to invoke a hill start control program stored in the memory 1005 to perform the following operations:

[0227] obtaining vehicle force information, wherein the vehicle force information includes real-time transmission acceleration, real-time braking force and second real-time torque;

[0228] calculating a hill start load mass according to the current slope, the real-time transmission acceleration, the real-time braking force and the second real-time torque.

[0229] Further, the processor 1001 can be further configured to invoke a hill start control program stored in the memory 1005 to perform the following operations:

[0230] controlling the current output torque of the vehicle to be a preset initial torque, and outputting a brake release request to gradually reduce the braking force of the vehicle;

[0231] acquire a first real-time impact degree of the vehicle, and determine a first impact degree difference between the first real-time impact degree and a preset target impact degree;

[0232] adjust the current output torque according to the first impact degree difference and a preset initial load.

[0233] Further, the processor 1001 can be further configured to invoke a hill start control program stored in the memory 1005, and perform the following operations:

[0234] determine a corresponding start demand torque according to the hill start load quality and the current slope;

[0235] acquire a second real-time impact degree of the vehicle and the current output torque, and determine a second impact degree difference between the second real-time impact degree and the preset target impact degree;

[0236] adjust the current output torque according to the second impact degree difference and the start demand torque until the current output torque reaches the start demand torque, so as to complete the hill start of the vehicle.

[0237] In addition, the embodiment of the present application further provides a vehicle, which comprises the hill start control device. Of course, it can be understood that the vehicle further comprises an energy storage device, a driving device and other devices for ensuring normal operation of the vehicle.

[0238] In addition, the embodiment of the present application further provides a computer storage medium, which stores a computer program. When the computer program is executed by a processor, the operations in the hill start control method provided by the above embodiment are implemented, and the specific steps will not be described here.

[0239] It should be noted that, in this document, the relationship terms such as first and second are only used to distinguish one entity / operation / object from another entity / operation / object, and do not necessarily require or imply any such actual relationship or order between the entities / operations / objects; the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the processes, methods, articles or systems including a series of elements not only include those elements, but also include other elements not explicitly listed or inherent to such processes, methods, articles or systems. Without more limitations, the element defined by the statement "including a" does not exclude the presence of another identical element in the process, method, article or system including the element.

[0240] For the device embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts refer to the part of the method embodiments. The device embodiments described above are only illustrative, and the units described as separate components can or can not be physically separated. Part or all of the modules can be selected according to actual needs to achieve the purpose of the present application. Those skilled in the art can understand and implement it without creative labor.

[0241] The above-mentioned embodiment numbers of the present application are only for description, not representing the advantages and disadvantages of the embodiments.

[0242] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be realized by software and the necessary general hardware platform, of course, they can also be realized by hardware, but in many cases the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a plurality of instructions to make a terminal device (which can be a mobile phone, computer, server, vehicle, or network device, etc.) execute the methods described in various embodiments of the present application.

[0243] The above is only the preferred embodiment of the present application, and does not limit the patent scope of the present application, and any equivalent structure or equivalent flow transformation made by using the content of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A slope-up control method characterized by comprising: The slope starting control method comprises the following steps: acquiring driving state information of the vehicle and pre-stored vehicle load mass, wherein the driving state information comprises driving road condition information and driving behavior information, and the driving behavior information comprises gear position, accelerator opening degree, brake opening degree, longitudinal vehicle speed and steering wheel angle; judging whether to update the pre-stored vehicle load mass according to the driving state information; if the pre-stored vehicle load mass is updated, acquiring vehicle force information and current slope, and calculating a slope starting load mass according to the current slope and the vehicle force information, wherein the vehicle force information comprises real-time transmission acceleration, real-time braking force and second real-time torque; if the pre-stored vehicle load mass is not updated, taking the pre-stored vehicle load mass as the slope starting load mass; controlling the vehicle to start on a slope according to the slope starting load mass and the current slope; before the step of acquiring the driving state information of the vehicle and the pre-stored vehicle load mass, the method comprises the following steps: acquiring real-time slope information and longitudinal speed information during vehicle driving; determining the pre-stored vehicle load mass according to the real-time slope information and the longitudinal speed information, wherein the pre-stored vehicle load mass is the sum of the weight of the vehicle and the weight of the objects loaded on the vehicle; the step of judging whether to update the pre-stored vehicle load mass according to the driving state information comprises the following steps: judging whether the vehicle has a parking loading and unloading behavior according to the driving state information; if the vehicle has the parking loading and unloading behavior, determining to update the pre-stored vehicle load mass; if the vehicle does not have the parking loading and unloading behavior, determining not to update the pre-stored vehicle load mass.

2. The slope-up control method according to claim 1, characterized by, the step of acquiring the real-time slope information during vehicle driving comprises the following steps: during vehicle driving, collecting a first vehicle pitch angle of the vehicle by a first detection unit, and collecting a three-axis acceleration of the vehicle by a second detection unit, and calculating a second vehicle pitch angle according to the three-axis acceleration; filtering and calculating the first vehicle pitch angle and the second vehicle pitch angle based on a preset fusion algorithm, determining a real-time slope value, and taking the real-time slope value as the real-time slope information of the vehicle.

3. The slope control method according to claim 2, characterized by, the step of acquiring the longitudinal speed information during vehicle driving comprises the following steps: acquiring a real-time yaw angle and a real-time vehicle speed of the vehicle; calculating a real-time longitudinal speed of the vehicle according to the real-time yaw angle and the real-time vehicle speed, and taking the real-time longitudinal speed as the longitudinal speed information.

4. The slope control method according to claim 3, characterized by, the step of determining the pre-stored vehicle load mass according to the real-time slope information and the vehicle speed information comprises the following steps: acquiring a first real-time torque and a real-time wind resistance of the vehicle; recursively determining the pre-stored vehicle load mass according to the real-time slope value, the real-time longitudinal speed, the first real-time torque and the real-time wind resistance.

5. The slope control method according to claim 1, characterized by, before the step of judging whether to update the pre-stored vehicle load mass according to the driving state information, the method comprises the following steps: judging whether to enable slope starting according to the driving state information and the current slope; if the slope starting is enabled, performing the step of judging whether to update the vehicle load mass according to the driving state information.

6. The slope control method of claim 1, wherein The step of acquiring the driving state information of the vehicle comprises: acquiring driving road condition information and driving behavior information of the vehicle; determining a corresponding road condition fuzzy confidence according to the driving road condition information; determining a corresponding driver behavior fuzzy confidence according to the driving behavior information; determining the driving state information of the vehicle according to the road condition fuzzy confidence and the driver behavior fuzzy confidence.

7. The slope control method of claim 1, wherein Before the step of acquiring the force information of the vehicle and the current slope and calculating the hill start load mass according to the current slope and the force information of the vehicle, the hill start control method further comprises: controlling the current output torque of the vehicle to be a preset initial torque and outputting a brake release request to gradually reduce the brake force of the vehicle; acquiring a first real-time impact degree of the vehicle and determining a first impact degree difference between the first real-time impact degree and a preset target impact degree; adjusting the current output torque according to the first impact degree difference and a preset initial load.

8. The slope control method according to any one of claims 1 to 7, characterized by, The step of controlling the vehicle to start on a slope according to the hill start load mass and the current slope comprises: determining a corresponding start demand torque according to the hill start load mass and the current slope; acquiring a second real-time impact degree and a current output torque of the vehicle and determining a second impact degree difference between the second real-time impact degree and a preset target impact degree; adjusting the current output torque according to the second impact degree difference and the start demand torque until the current output torque reaches the start demand torque, so that the vehicle completes the hill start.

9. A slope control apparatus characterized by comprising: The hill start control device comprises a memory, a processor and a computer program stored on the memory and executable on the processor, and the computer program is executed by the processor to implement the steps of the hill start control method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a hill start control program, and the hill start control program is executed by the processor to implement the steps of the hill start control method according to any one of claims 1 to 8.

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