A whole vehicle anti-slip control method, device, medium and electronic equipment
By acquiring real-time vehicle parameter information and calculating the compensation torque current based on motor speed and acceleration, the problems of insufficient anti-slippage accuracy and high cost in existing technologies have been solved, achieving high-precision and low-cost anti-slippage control.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- VOYAH AUTOMOBILE TECH CO LTD
- Filing Date
- 2023-04-10
- Publication Date
- 2026-05-12
AI Technical Summary
Existing methods for preventing vehicles from rolling back are inaccurate due to the difficulty in accurately detecting slope values, resulting in insufficient control precision and high costs.
By acquiring real-time parameter information of the entire vehicle, the rollback status is determined, and the compensation torque current is calculated based on the motor speed and acceleration to control the motor torque to prevent rollback, thus avoiding the need for additional slope detectors.
It improves the accuracy of anti-slippage control, reduces costs, and can accurately prevent vehicles from slipping down slopes without the need for additional equipment.
Smart Images
Figure CN116394941B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle control technology, and in particular, to a control method, device, medium, and electronic equipment for preventing vehicle rollover. Background Technology
[0002] When a car starts moving from a slope, it may roll backward during the transition from the brake pedal to the accelerator pedal because the motor's positive torque has not yet been established or is initially low, resulting in a poor driving experience. Existing methods for preventing rollback typically rely on calculating the motor's theoretical hill-start assist torque based on slope detection values and vehicle weight estimates. However, the accuracy of this estimate is insufficient. The existing methods then use this assist torque to prevent rollback. Furthermore, existing methods suffer from insufficient control precision and high cost due to the difficulty in accurately detecting slope values and the need for additional slope detectors. Summary of the Invention
[0003] This application provides a method, device, medium, and electronic equipment for controlling vehicle anti-rollback, which can reduce the cost of anti-rollback and improve the control effect of anti-rollback.
[0004] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.
[0005] According to one aspect of the embodiments of this application, a method for controlling vehicle anti-rollover is provided, the method comprising:
[0006] Obtain real-time parameter information for the entire vehicle;
[0007] The vehicle's rollback status is determined based on the real-time parameter information;
[0008] The motor speed acceleration of the entire vehicle is calculated based on the real-time parameter information;
[0009] The compensation torque current of the motor is determined based on the slope state and the motor speed acceleration.
[0010] The torque of the motor is determined based on the compensated torque current in order to control the entire vehicle.
[0011] In one embodiment of this application, based on the foregoing scheme, the real-time parameter information includes gear information, motor speed, and brake status, and the rollback status includes forward rollback status and backward rollback status; determining the rollback status of the entire vehicle based on the real-time parameter information includes:
[0012] If the gear information is the preset first gear information and the motor speed is lower than the preset speed threshold and the braking state is the no-braking state, the vehicle's rolling state is determined to be the forward rolling state.
[0013] If the gear information is the preset second gear information and the motor speed is lower than the preset speed threshold and the braking state is the no-braking state, the vehicle's rolling state is determined to be the backward rolling state.
[0014] In one embodiment of this application, based on the foregoing scheme, calculating the motor speed acceleration of the entire vehicle based on the real-time parameter information includes:
[0015] Obtain the motor speed of the motor in the previous cycle;
[0016] The motor speed within the current cycle is obtained based on the real-time parameter information;
[0017] The vehicle's motor speed acceleration is calculated based on the motor speed in the previous cycle and the motor speed in the current cycle.
[0018] In one embodiment of this application, based on the foregoing scheme, determining the compensation torque current of the motor based on the slope state and the motor speed acceleration includes:
[0019] If the slope state is the forward slope state, the compensation torque current is calculated based on the preset first compensation coefficient and the motor speed acceleration.
[0020] If the slope state is the backward slope state, the compensation torque current is calculated based on the preset second compensation coefficient and the motor speed acceleration.
[0021] In one embodiment of this application, based on the foregoing scheme, determining the torque of the motor based on the compensated torque current includes:
[0022] Based on the compensated torque current, a torque current control command corresponding to the compensated torque current is generated.
[0023] The torque of the motor is determined based on the torque current control command.
[0024] In one embodiment of this application, based on the foregoing scheme, the slope state further includes a no-slope state, and the method further includes:
[0025] If the slope state is determined to be either a forward slope state or a backward slope state, the vehicle is controlled to operate in a preset first control mode.
[0026] If the vehicle is operating in the first control mode, obtain the torque current command corresponding to the first control mode;
[0027] The torque current command is converted into an integral output of the speed loop, and the vehicle is controlled based on the integral output of the speed loop.
[0028] If the slope-running state is determined to be the no-slip-running state, the vehicle is controlled to operate in a preset second control mode.
[0029] If the vehicle is operating in the second control mode, the integral output of the speed loop corresponding to the second control mode is obtained;
[0030] The integral output of the speed loop is converted into the torque current command, and the vehicle is controlled based on the torque current command.
[0031] In one embodiment of this application, based on the foregoing scheme, the method further includes:
[0032] If the slope state changes from the forward slope state or the backward slope state to the no slope state, the current torque current value of the motor is obtained.
[0033] If the current torque current value is greater than the preset torque current value, the motor is controlled based on the current torque current value;
[0034] If the current torque current value is less than or equal to the preset torque current value, the motor is controlled based on the preset torque current value.
[0035] According to one aspect of the embodiments of this application, a control device for preventing vehicle rollback is provided. The device includes an acquisition unit for acquiring real-time parameter information of the vehicle; a first determination unit for determining the rollback state of the vehicle based on the real-time parameter information; a calculation unit for calculating the motor speed acceleration of the vehicle based on the real-time parameter information; a second determination unit for determining the compensation torque current of the motor based on the rollback state and the motor speed acceleration; and a control unit for determining the torque of the motor based on the compensation torque current, so as to control the vehicle.
[0036] According to one aspect of the embodiments of this application, a computer-readable storage medium is provided, on which a computer program is stored, the computer program including executable instructions that, when executed by a processor, implement the vehicle anti-slip control method as described in the above embodiments.
[0037] According to one aspect of the embodiments of this application, an electronic device is provided, including: one or more processors; and a memory for storing executable instructions of the processors, wherein when the executable instructions are executed by the one or more processors, the one or more processors implement the vehicle anti-slip control method as described in the above embodiments.
[0038] In the technical solution of this application embodiment, it is only necessary to obtain the real-time parameter information of the whole vehicle to determine whether the whole vehicle is in a rolling slope state. Then, the motor speed acceleration of the whole vehicle can be calculated based on the real-time parameter information. The compensation torque current of the motor can be calculated based on the rolling slope state and the motor speed acceleration. Then, the torque of the motor can be controlled by the compensation torque current to prevent the whole vehicle from rolling slope.
[0039] The vehicle anti-rollover control method provided in this application only requires the motor's own speed acceleration to determine the compensation torque current, thereby controlling the motor's torque. It eliminates the need for an additional slope detector to calculate the required auxiliary torque, reducing the cost of anti-rollover measures. Furthermore, the calculated compensation torque current eliminates the need for estimation, further improving the control accuracy and ensuring precise vehicle anti-rollover control.
[0040] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description
[0041] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:
[0042] Figure 1 This is a flowchart illustrating a vehicle anti-rollover control method according to an embodiment of this application;
[0043] Figure 2 This is a flowchart illustrating the determination of the vehicle's roll-off state based on the real-time parameter information, according to an embodiment of this application.
[0044] Figure 3 This is a block diagram of a vehicle anti-rollover control device according to an embodiment of this application;
[0045] Figure 4 This is a schematic diagram of the system structure of an electronic device according to an embodiment of this application;
[0046] Figure 5This is a schematic diagram illustrating the motor speed of the vehicle when entering and exiting the anti-slip slope stage, according to an embodiment of this application. Detailed Implementation
[0047] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.
[0048] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.
[0049] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller node devices.
[0050] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.
[0051] It should be noted that "multiple" in this article refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.
[0052] The implementation details of the technical solutions in the embodiments of this application are described in detail below:
[0053] First, it should be noted that the vehicle anti-rollover control scheme proposed in this application can be applied to related technical fields of vehicle control. By acquiring real-time parameter information of the vehicle, it can be determined whether the vehicle is in a rollover state. Then, the vehicle's motor speed acceleration can be calculated based on the real-time parameter information. Based on the rollover state and the motor speed acceleration, the motor's compensation torque current can be calculated. Finally, the motor torque can be controlled by using the compensation torque current to prevent the vehicle from rolling over.
[0054] The vehicle anti-rollover control method provided in this application only requires the motor's own speed acceleration to determine the compensation torque current, thereby controlling the motor's torque. It eliminates the need for an additional slope detector to calculate the required auxiliary torque, reducing the cost of anti-rollover measures. Furthermore, the calculated compensation torque current eliminates the need for estimation, further improving the control accuracy and ensuring precise vehicle anti-rollover control.
[0055] According to one aspect of this application, a method for controlling vehicle rollback is provided. Figure 1 This is a flowchart illustrating a vehicle anti-rollover control method according to an embodiment of this application. The vehicle anti-rollover control method includes at least steps 110 to 150, detailed below:
[0056] In step 110, real-time parameter information of the entire vehicle is obtained.
[0057] Specifically, the real-time parameter information of the vehicle includes gear information, motor speed, and braking status. By combining the motor speed and braking status, it can be further determined whether the vehicle is currently rolling backwards, and the vehicle can be prevented from rolling backwards by checking whether it is in forward or reverse gear.
[0058] In step 120, the vehicle's rollback status is determined based on the real-time parameter information.
[0059] In one embodiment of this application, see Figure 2 The real-time parameter information includes gear information, motor speed, and brake status. The slope state includes forward slope state and backward slope state. Step 120 can be performed according to steps S1-S2:
[0060] Step S1: If the gear information is the preset first gear information and the motor speed is lower than the preset speed threshold and the braking state is the no-braking state, the vehicle's rolling state is determined to be the forward rolling state.
[0061] Step S2: If the gear information is the preset second gear information and the motor speed is lower than the preset speed threshold and the braking state is the no-braking state, the vehicle's rolling state is determined to be the backward rolling state.
[0062] Specifically, the preset first gear information and the preset second gear information can be set according to actual needs. In the embodiments of this application, the preset first gear information can specifically be the automatic forward gear in the car gear system, namely D gear, and the preset second gear information can specifically be the automatic reverse gear in the car gear system, namely R gear.
[0063] The preset speed threshold can be set according to actual needs. In the embodiments of this application, the preset speed threshold can be specifically 100 RPM. When the motor speed is lower than 100 RPM and the vehicle is in a state without brakes, it indicates that the vehicle is in a state of rolling downhill.
[0064] Furthermore, if the vehicle is determined to be in a slope-running state, the anti-slip enable flag Slid_slope_enable is set to 1. At this point, the vehicle's control mode is switched from the original torque control mode to a speed control mode Mcu_statue = Torque. And at this time, the motor speed is less than a preset speed threshold, i.e., |Motor_spd| < |S pd At this point, the vehicle is not in a braking state, meaning there is no brake signal. rake _signal=0, the current vehicle is judged to be in a rolling state.
[0065] Furthermore, the vehicle's gear information is used to determine whether the vehicle is rolling forward or backward. If the current gear is D, the marker signal is set to Slid_back_flg = 1; if the current gear is R, the marker signal is set to Slid_forward_flg = 1.
[0066] Among them, Mcu_statu e This is the motor control mode; Motor_spd is the motor speed; S pd _threshold is the speed threshold for enabling anti-slip slope; B rake _signal is the vehicle's brake signal; Veh_gear is the vehicle's gear signal; Slid_slope_enable is the anti-slip slope function enable flag; Slid_back_flg is the vehicle's backward slope flag; Slid_forward_flg is the vehicle's forward slope flag.
[0067] In step 130, the motor speed acceleration of the vehicle is calculated based on the real-time parameter information.
[0068] In one embodiment of this application, calculating the motor speed acceleration of the vehicle based on the real-time parameter information includes:
[0069] Obtain the motor speed of the motor in the previous cycle;
[0070] The motor speed within the current cycle is obtained based on the real-time parameter information;
[0071] The vehicle's motor speed acceleration is calculated based on the motor speed in the previous cycle and the motor speed in the current cycle.
[0072] Specifically, the motor speed acceleration is calculated using the motor's rotational speed in the previous and current cycles, along with the sampling period. The vehicle controller can obtain the motor's historical and current rotational speeds, and by capturing a sampling period T, the motor speed acceleration can be calculated.
[0073] Furthermore, the motor speed acceleration M can be calculated using the following formula. otor_ acceleration:
[0074]
[0075] Where Motor_spd(k) is the current motor speed; Motor_spd(k-1) is the motor speed in the previous cycle; T is the sampling period for the motor speed; M otor_ acceleration refers to the acceleration due to the motor's rotational speed.
[0076] In step 140, the compensation torque current of the motor is determined based on the slope state and the motor speed acceleration.
[0077] In one embodiment of this application, determining the compensation torque current of the motor based on the slope state and the motor speed acceleration includes:
[0078] If the slope state is the forward slope state, the compensation torque current is calculated based on the preset first compensation coefficient and the motor speed acceleration.
[0079] If the slope condition is a backward slope condition, the compensation torque current is calculated based on the preset second compensation coefficient and the motor speed acceleration.
[0080] Specifically, the preset first compensation coefficient and the preset second compensation coefficient can be set according to actual needs. In the embodiments of this application, the preset first compensation coefficient and the preset second compensation coefficient are the same, both being Factor. Factor can be any value required, such as 0.37, 0.7, 0.49, etc., and the corresponding compensation coefficient can be set according to different vehicle models. It should be noted that the compensated torque current refers to the torque current after torque current compensation.
[0081] Furthermore, by acquiring the real-time motor speed, the motor acceleration is calculated, and the vehicle is determined to be in the acceleration-and-rolldown phase based on the motor speed and acceleration. During the acceleration-and-rolldown phase, the torque current is compensated according to the magnitude of the motor acceleration to quickly stop the vehicle from rolling downhill.
[0082] Furthermore, when Slid_back_flg = 1 (vehicle rolls backward), Motor_spd (motor speed) < 0, M otor When _acceleration>0, it indicates that the vehicle is accelerating backwards and rolling backwards. Therefore, positive compensation is applied to the torque current, resulting in the compensated torque current SpeedControl.iq.
[0083] Δiq=Factor*M otor _acceleration
[0084] SpeedControl.iq=SpeedControl.iq+Δiq
[0085] Where Δiq is the compensated acceleration, Factor is the preset first compensation coefficient, SpeedControl.iq is the compensated torque current, and M otor_ acceleration refers to the acceleration due to the motor's rotational speed.
[0086] When Slid_forward_flg = 1 (vehicle rolls forward on the slope), Motor_spd (motor speed) > 0, M otor When _acceleration>0, it indicates that the vehicle is accelerating forward and rolling backward. In this case, reverse compensation is applied to the torque current to obtain the compensated torque current SpeedControl.iq.
[0087] Δiq=Factor*M otor _acceleration
[0088] SpeedControl.iq=SpeedControl.iq-Δiq
[0089] Where Δiq is the compensated acceleration, Factor is the preset second compensation coefficient, SpeedControl.iq is the compensated torque current, and M... otor_ acceleration refers to the acceleration due to the motor's rotational speed.
[0090] Specifically, by calculating different compensation torque currents under different slope conditions, the compensation torque current required to prevent slope slippage can be obtained more accurately. Then, the torque required by the motor can be determined based on the calculated compensation torque current, thereby stopping the vehicle from slipping.
[0091] In step 150, the torque of the motor is determined based on the compensated torque current in order to control the vehicle.
[0092] In one embodiment of this application, determining the motor torque based on the compensated torque current includes:
[0093] Based on the compensated torque current, a torque current control command corresponding to the compensated torque current is generated.
[0094] The torque of the motor is determined based on the torque current control command.
[0095] Specifically, the compensation torque current calculated above will be used to generate a corresponding torque current control command, which will then be used to control the torque of the motor, thereby controlling the vehicle's anti-slip behavior.
[0096] In one embodiment of this application, the slippage state also includes a no slippage state. The vehicle anti-slippage control method provided in this application further includes: if the slippage state is determined to be the forward slippage state or the backward slippage state, controlling the vehicle to operate in a preset first control mode.
[0097] If the vehicle is operating in the first control mode, obtain the torque current command corresponding to the first control mode;
[0098] The torque current command is converted into an integral output of the speed loop, and the vehicle is controlled based on the integral output of the speed loop.
[0099] If the slope-running state is determined to be the no-slip-running state, the vehicle is controlled to operate in a preset second control mode.
[0100] If the vehicle is operating in the second control mode, the integral output of the speed loop corresponding to the second control mode is obtained;
[0101] The integral output of the speed loop is converted into the torque current command, and the vehicle is controlled based on the torque current command.
[0102] Specifically, as mentioned above, the vehicle switches between torque control mode and speed control mode. When the vehicle enters the anti-slip state, it switches from the original torque control mode to the speed control mode. When the vehicle exits the anti-slip state, that is, the non-slip state, it switches from the speed control mode to the speed torque control mode.
[0103] In the embodiments of this application, the preset first control mode is specifically a speed control mode, and the preset second control mode is specifically a torque control mode. When the vehicle enters the anti-rollback state, that is, when the rollback state is determined to be either a forward rollback state or a backward rollback state, a torque current command corresponding to the speed control mode is acquired, and then converted into the integral output of the speed loop, enabling a smooth switch between the two control modes of the vehicle. Similarly, when the rollback state is determined to be a non-rollback state, that is, when the vehicle exits the anti-rollback state, the speed control mode is switched to the torque control mode, and then the integral output of the speed loop is converted into the torque current command.
[0104] Further, determine whether the vehicle meets the conditions for disabling the anti-rollover function. If there is a braking signal, the braking force can prevent the vehicle from rolling backwards, and the anti-rollover function can be directly deactivated; if there is no braking signal, based on the current rotational speed direction information, if it is determined that the vehicle has changed from a reverse rolling backwards state to forward traction, it indicates that the current current command can drive the vehicle to travel in the expected direction, and the anti-rollover function can be deactivated.
[0105] In other words, Slid_slope_enable = 0 is set if any of the following conditions are met:
[0106] 1. There is a brake signal: B rake _signal=1
[0107] 2. No brake signal but the vehicle is already moving in the opposite direction: B rake _signal = 0; M otor _acceleration>0; Motor_spd=0.
[0108] If the anti-rollover function is discontinued due to a braking signal, simply switch the speed control mode to torque control mode. If the anti-rollover function is discontinued because the vehicle has reversed and is traveling in the expected direction, switch the speed control mode to torque control mode, and simultaneously set the torque current setpoint of the torque control to equal the output of the speed loop.
[0109] TorqueControl.iq=S peed ControlPI.out
[0110] Among them, Spee dControlPI.out is the output of the speed loop in speed control mode.
[0111] In one embodiment of this application, the vehicle anti-rollover control method provided by this application further includes:
[0112] If the slope state changes from the forward slope state or the backward slope state to the no slope state, the current torque current value of the motor is obtained.
[0113] If the current torque current value is greater than the preset torque current value, the motor is controlled based on the current torque current value;
[0114] If the current torque current value is less than or equal to the preset torque current value, the motor is controlled based on the preset torque current value.
[0115] Specifically, the preset torque current value can be set according to actual needs. By comparing the torque current calculated by the VCU torque command (the preset torque current) with the current torque current in real time, the larger value of the two is taken to ensure that the vehicle will not slip on the slope again.
[0116] The torque current is calculated based on the VCU torque command. When the torque current calculated by the VCU torque command is less than the current torque current, the current torque current is maintained. When the torque current calculated by the VCU torque command is greater than the current torque current, the torque current is switched to the torque current calculated based on the VCU torque command.
[0117]
[0118] Where VcuTorqueCmd.iq is the torque current calculated based on the VCU torque command.
[0119] The method provided in this application employs different strategies at four different stages to prevent vehicles from rolling away.
[0120] The first stage determines whether the vehicle is slipping by detecting real-time parameters. When the vehicle is slipping, the anti-slip function is activated by switching the control mode from torque control to speed control to prevent the vehicle from slipping continuously.
[0121] The second stage determines the vehicle's acceleration and rollback state by measuring the motor speed and motor speed acceleration. When the vehicle is in the acceleration and rollback state, the torque current during speed control is compensated according to the magnitude of the motor speed acceleration, so that the vehicle can quickly stop rolling back down the slope.
[0122] In the third stage, when the vehicle deactivates the anti-slip function, the control mode is switched from speed control to torque control. The torque current setpoint of the torque control is equal to the output of the speed loop to ensure that the vehicle drives in normal driving mode.
[0123] The fourth stage compares the torque current calculated by the VCU torque command (that is, the preset torque current) with the current torque current, and takes the larger value of the two to ensure that the torque current is sufficient to drive the vehicle in the specified direction and prevent the vehicle from rolling back downhill.
[0124] Depend on Figure 5 As shown, the vehicle anti-rollover control method provided in this application fully considers the entire process of vehicle rollover and adopts different suppression measures at different stages of rollover. When the anti-rollover function is enabled, and the control mode is switched to speed control, the torque current is used to fill the speed loop integral, which can minimize vehicle vibration and rollover duration.
[0125] During the acceleration phase of the slope, the torque current is compensated according to the magnitude of the motor speed acceleration to reduce the vehicle's slope distance. When the vehicle exits the slope, the control mode is switched from speed control to torque control, and the output of the speed loop is assigned to the torque current of the torque control to ensure a smooth switch.
[0126] Finally, after disengaging the anti-rollover mechanism, the torque current calculated by the VCU torque command is compared in real time with the current torque current, and the larger value is taken to ensure that the vehicle does not roll backwards. This method does not require additional hardware or instruments for auxiliary testing or assistance; it can minimize the rollover distance solely through motor control and ensure smooth vehicle operation when the function is engaged and disengaged.
[0127] Figure 3 The diagram shows a vehicle anti-rollover control device 300 according to an embodiment of this application. The vehicle anti-rollover control device 300 according to an embodiment of this application includes: an acquisition unit 301, a first determination unit 302, a calculation unit 303, a second determination unit 304, and a control unit 305.
[0128] The acquisition unit 301 is used to acquire real-time parameter information of the entire vehicle.
[0129] The first determining unit 302 is used to determine the vehicle's slope slip state based on the real-time parameter information.
[0130] The calculation unit 303 is used to calculate the motor speed acceleration of the vehicle based on the real-time parameter information.
[0131] The second determining unit 304 is used to determine the compensation torque current of the motor based on the slope state and the motor speed acceleration.
[0132] Control unit 305 is used to determine the torque of the motor based on the compensated torque current in order to control the vehicle.
[0133] In another aspect, this application also provides a computer-readable storage medium storing a program product capable of implementing the methods provided above in this specification. In some possible implementations, various aspects of this application may also be implemented as a program product comprising program code that, when run on a terminal device, causes the terminal device to perform the steps described in the "Embodiment Methods" section of this specification according to various exemplary embodiments of this application.
[0134] The program product for implementing the above-described method according to the embodiments of this application may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may run on a terminal device, such as a personal computer. However, the program product of this application is not limited thereto. In this document, the readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.
[0135] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.
[0136] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium, capable of sending, propagating, or transmitting programs for use by or in conjunction with an instruction execution system, apparatus, or device.
[0137] The program code contained on the readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any suitable combination thereof.
[0138] Program code for performing the operations of this application can be written in any combination of one or more programming languages, including object-oriented programming languages such as Java and C++, and conventional procedural programming languages such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).
[0139] In another respect, this application also provides an electronic device capable of implementing the above-described method.
[0140] Those skilled in the art will understand that various aspects of this application can be implemented as a system, method, or program product. Therefore, various aspects of this application can be specifically implemented in the following forms: a completely hardware implementation, a completely software implementation (including firmware, microcode, etc.), or a combination of hardware and software implementations, collectively referred to herein as a "circuit," "module," or "system."
[0141] The following reference Figure 4 To describe an electronic device 400 according to this embodiment of the present application. Figure 4 The electronic device 400 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.
[0142] like Figure 4 As shown, the electronic device 400 is manifested in the form of a general-purpose computing device. The components of the electronic device 400 may include, but are not limited to: at least one processing unit 410, at least one storage unit 420, and a bus 430 connecting different system components (including storage unit 420 and processing unit 410).
[0143] The storage unit stores program code that can be executed by the processing unit 410, causing the processing unit 410 to perform the steps described in the "Embodiment Methods" section above according to various exemplary embodiments of this application.
[0144] Storage unit 420 may include a readable medium in the form of a volatile storage unit, such as random access memory (RAM) 421 and / or cache memory 422, and may further include a read-only memory (ROM) 423.
[0145] Storage unit 420 may also include a program / utility 424 having a set (at least one) of program modules 425, such program modules 425 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.
[0146] Bus 430 can represent one or more of several types of bus structures, including a memory cell bus or memory cell control node, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the various bus structures.
[0147] Electronic device 400 can also communicate with one or more external devices 1200 (e.g., keyboard, pointing device, Bluetooth device, etc.), and with one or more devices that enable a user to interact with electronic device 400, and / or with any device that enables electronic device 400 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 450. Furthermore, electronic device 400 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 460. As shown, network adapter 460 communicates with other modules of electronic device 400 via bus 430. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 400, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.
[0148] Through the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, terminal device, or network device, etc.) to execute the method according to the embodiments of this application.
[0149] Furthermore, the above figures are merely illustrative of the processes included in the method according to exemplary embodiments of this application, and are not intended to be limiting. It is readily understood that the processes shown in the above figures do not indicate or limit the temporal order of these processes. Additionally, it is readily understood that these processes may be executed synchronously or asynchronously, for example, in multiple modules.
[0150] It should be understood that this application is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.
Claims
1. A method for controlling vehicle rollback, characterized in that, The method includes: Obtain real-time parameter information for the entire vehicle; The vehicle's rollback status is determined based on the real-time parameter information; the rollback status includes forward rollback, backward rollback, and no rollback. The motor speed acceleration of the entire vehicle is calculated based on the real-time parameter information; The compensation torque current of the motor is determined based on the slope state and the motor speed acceleration. The torque of the motor is determined based on the compensated torque current in order to control the entire vehicle; The method further includes: If the slope state changes from the forward slope state or the backward slope state to the no slope state, the current torque current value of the motor is obtained. If the current torque current value is greater than the preset torque current value, the motor is controlled based on the current torque current value; If the current torque current value is less than or equal to the preset torque current value, the motor is controlled based on the preset torque current value.
2. The control method of the whole vehicle according to claim 1, characterized by, The real-time parameter information includes gear information, motor speed, and brake status; determining the vehicle's roll-off state based on the real-time parameter information includes: If the gear information is the preset first gear information and the motor speed is lower than the preset speed threshold and the braking state is the no-braking state, the vehicle's rolling state is determined to be the forward rolling state. If the gear information is the preset second gear information and the motor speed is lower than the preset speed threshold and the braking state is the no-braking state, the vehicle's rolling state is determined to be the backward rolling state.
3. The control method of the whole vehicle according to claim 2, characterized by, The calculation of the vehicle's motor speed acceleration based on the real-time parameter information includes: Obtain the motor speed of the motor in the previous cycle; The motor speed within the current cycle is obtained based on the real-time parameter information; The vehicle's motor speed acceleration is calculated based on the motor speed in the previous cycle and the motor speed in the current cycle.
4. The control method of the whole vehicle according to claim 3, characterized by, The determination of the motor's compensation torque current based on the slope state and the motor's speed acceleration includes: If the slope state is the forward slope state, the compensation torque current is calculated based on the preset first compensation coefficient and the motor speed acceleration. If the slope state is the backward slope state, the compensation torque current is calculated based on the preset second compensation coefficient and the motor speed acceleration.
5. The control method of the whole vehicle according to claim 1, characterized by, Determining the motor torque based on the compensated torque current includes: Based on the compensated torque current, a torque current control command corresponding to the compensated torque current is generated. The torque of the motor is determined based on the torque current control command.
6. The control method of the whole vehicle according to claim 2, characterized by, The method further includes: If the slope state is determined to be either a forward slope state or a backward slope state, the vehicle is controlled to operate in a preset first control mode. If the vehicle is operating in the first control mode, obtain the torque current command corresponding to the first control mode; The torque current command is converted into an integral output of the speed loop, and the vehicle is controlled based on the integral output of the speed loop. If the slope-running state is determined to be the no-slip-running state, the vehicle is controlled to operate in a preset second control mode. If the vehicle is operating in the second control mode, the integral output of the speed loop corresponding to the second control mode is obtained; The integral output of the speed loop is converted into the torque current command, and the vehicle is controlled based on the torque current command.
7. A control device for preventing a vehicle from rolling backwards, characterized in that, The device includes: The acquisition unit is used to acquire real-time parameter information of the entire vehicle; The first determining unit is used to determine the vehicle's rollback state based on the real-time parameter information; the rollback state includes forward rollback state, backward rollback state, and no rollback state; The calculation unit is used to calculate the motor speed acceleration of the entire vehicle based on the real-time parameter information; The second determining unit is used to determine the compensation torque current of the motor based on the slope state and the motor speed acceleration. The control unit is used to determine the torque of the motor based on the compensated torque current in order to control the vehicle. The device is also used for: If the slope state changes from the forward slope state or the backward slope state to the no slope state, the current torque current value of the motor is obtained. If the current torque current value is greater than the preset torque current value, the motor is controlled based on the current torque current value; If the current torque current value is less than or equal to the preset torque current value, the motor is controlled based on the preset torque current value.
8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one piece of program code, which is loaded and executed by a processor to perform the operations performed by the method as described in any one of claims 1 to 6.
9. An electronic device, characterized in that, The electronic device includes one or more processors and one or more memories, wherein at least one piece of program code is stored in the one or more memories, and the at least one piece of program code is loaded and executed by the one or more processors to perform the operation performed by the method as described in any one of claims 1 to 6.