Vehicle control method and system under ramp working condition and vehicle

Abstract

The application provides a vehicle control method and system under ramp conditions and a vehicle, and belongs to the technical field of automatic driving. The method comprises the following steps: 1) obtaining the slope angle θ of the ramp where the vehicle is located, and determining the theoretical acceleration a that needs to be compensated by using the slope angle; 2) determining the compensation coefficient k according to the ramp conditions and the running conditions of the vehicle; 3) multiplying the compensation coefficient k, the acceleration weight w and the theoretical acceleration a that needs to be compensated, and then summing and calculating with the planned acceleration a_plan to obtain the actual control acceleration a_act; and 4) controlling the vehicle by using the obtained actual control acceleration a_act. When the vehicle is under ramp conditions, a certain acceleration / deceleration needs to be compensated due to the influence of the gravity component. The vehicle is controlled by using the actual control acceleration a_act, so that the vehicle can stably travel, and the comfort and stability of the vehicle control are improved.

Description

Technical Field

[0001] This invention belongs to the field of autonomous driving technology, specifically relating to a vehicle control method, system, and vehicle under slope conditions. Background Technology

[0002] Compared to driving on flat roads, maintaining a constant speed or controlling the vehicle to start or stop is more difficult on a slope due to the influence of gravity. To improve the stability of vehicle control on slopes, common control methods include speed control and acceleration control.

[0003] For speed control of vehicles during incline cruising, the most commonly used method is PID closed-loop control. This requires introducing an integral term in the longitudinal control to counteract the slope's interference with the motion model, thus achieving speed control when driving on an incline. However, this control method has drawbacks: the integral term exhibits a certain degree of lag, leading to significant overshoot in vehicle control, resulting in longer start-up times, less smooth vehicle control, and poorer ride comfort.

[0004] For acceleration control of vehicles traveling on slopes, current methods often rely on theoretical calculations to compensate for certain acceleration / deceleration, enabling the vehicle to travel as required. However, these theoretical acceleration calculations for slope compensation only consider the overall weight of the vehicle and the effects of gravity, neglecting factors such as the vehicle's operating state, resistance, inertia, and controller response delay. This results in theoretically calculated compensation values ​​failing to meet actual needs, leading to the vehicle's inability to achieve control requirements. Furthermore, the vehicle still exhibits a tendency to roll backward during start-up, remains unstable during driving, and has a relatively long stopping distance. Summary of the Invention

[0005] The purpose of this invention is to provide a vehicle control method, system, and vehicle under slope conditions, in order to solve the problem that relying solely on theoretically calculated compensation values ​​to compensate for acceleration when a vehicle is driving on a slope cannot meet the actual control requirements.

[0006] To solve the above-mentioned technical problems, the present invention provides a vehicle control method under slope conditions, the method comprising the following steps:

[0007] 1) Obtain the slope angle of the ramp where the vehicle is located. And use the slope angle to determine the theoretically required acceleration compensation. ;

[0008] 2) Determine the compensation coefficient k based on the slope conditions and vehicle operation:

[0009] If the slope condition is uphill and the vehicle is in motion, calculate the actual acceleration deviation. Based on the actual acceleration deviation The system determines whether the compensation result obtained by using only the theoretically required acceleration is too large or too small, and determines the compensation coefficient k based on the judgment result. If the judgment result is too large, the compensation coefficient k is less than 1; if the judgment result is too small, the compensation coefficient k is greater than 1; otherwise, k equals 1.

[0010] 3) Adjust the compensation coefficient Acceleration weight Theoretically, the acceleration that needs to be compensated Accelerated Planning The following calculations are performed to obtain the actual control acceleration. for:

[0011]

[0012] in, ;

[0013] 4) Utilize the obtained actual control acceleration To control the vehicle.

[0014] Its beneficial effects are as follows: When dealing with uphill slope conditions, the method of this invention sets a compensation coefficient k and determines whether the compensation result obtained by using only the theoretically required acceleration is too large or too small. The compensation coefficient is set according to this determination result. If the determination result is too large, the compensation coefficient k is less than 1; if the determination result is too small, the compensation coefficient k is greater than 1; otherwise, k equals 1. This coefficient is then compared with the theoretically required acceleration. Multiplication allows for the adjustment of the theoretically required compensation acceleration based on the judgment result. This enables actual control acceleration It meets actual control requirements and solves the problem that using only theoretically calculated compensation values ​​to compensate for acceleration cannot meet actual control needs.

[0015] Further, in step 2), the actual acceleration deviation is calculated according to the following method. :

[0016] Based on the actual vehicle speed of the previous cycle Actual execution cycle of the program and the acceleration of the previous cycle planning The theoretical vehicle speed for this cycle was calculated. for:

[0017]

[0018] Based on current vehicle speed Actual execution cycle of the program And the theoretically calculated vehicle speed for this cycle. The first acceleration deviation was calculated. for:

[0019]

[0020] Based on the actual acceleration feedback of the vehicle body during this period and the acceleration of the previous cycle planning The second acceleration deviation was calculated. for:

[0021]

[0022] For the first acceleration deviation Second acceleration deviation By performing a weighted summation, the actual acceleration deviation can be obtained. for:

[0023]

[0024] Where x and y are the first acceleration deviations, respectively. Second acceleration deviation The corresponding weights, and x and y are both greater than or equal to 0 and less than or equal to 1, x + y = 1.

[0025] Its beneficial effect is: to reduce the deviation of the first acceleration. Second acceleration deviation The final actual acceleration deviation is determined by weighted summation, where the first acceleration deviation is... The second acceleration deviation is mainly calculated considering the change in velocity. This is mainly because the acceleration change is calculated, which makes the actual acceleration deviation more accurate, thus ensuring the accuracy of the determined k value.

[0026] Furthermore, in step 2), if the slope condition is an uphill condition, and the vehicle is in motion, if If the result is too large, then the compensation coefficient is set to [value missing]. ,in, , The first acceleration deviation compensation threshold and min( ,) means finding the minimum.

[0027] Its beneficial effects are: When the result is too large, it indicates that the compensation coefficient k is too high. and To adjust the settings to reduce the theoretically required acceleration compensation. Thus, actual control acceleration is achieved. To meet actual control requirements.

[0028] Furthermore, in step 2), if the slope condition is an uphill condition, and the vehicle is in motion, if If the result is too small, then the compensation coefficient is set to... ,in, , The second acceleration deviation compensation threshold and , , Here are the maximum slope angle limits, where max( , ) represents finding the maximum and min( , ) represents finding the minimum.

[0029] Its beneficial effects are: When the result is too small, it indicates that the judgment result is too small. In this case, the compensation coefficient k is combined with... , as well as , To adjust the settings to increase the theoretically required acceleration compensation. Thus, actual control acceleration is achieved. To meet actual control requirements.

[0030] Furthermore, in step 2), if the slope condition is an uphill condition and the vehicle is starting or stopping, then the compensation coefficient is set to... If the ramp is a downhill ramp and the vehicle is parking, then the compensation coefficient is set to [value missing]. ;in, , Here is the maximum slope angle limit, and min( , ) represents finding the minimum.

[0031] Its beneficial effects are as follows: when the slope condition is uphill and the vehicle is starting or stopping, or when the slope condition is downhill and the vehicle is stopping, the compensation coefficient k is combined with... , To adjust the settings to reduce the theoretically required acceleration compensation. Thus, actual control acceleration is achieved. To meet actual control requirements.

[0032] Furthermore, in step 2), if the slope condition is a downhill condition, and the vehicle is starting or driving, the acceleration planned in the previous cycle is also obtained. Combined with actual acceleration deviation Accelerating the planning of the previous cycle To determine whether the compensation result obtained by using only the theoretically required acceleration is too large or too small, and to determine the compensation coefficient k based on the judgment result; if the judgment result is too large, the compensation coefficient k is less than 1; if the judgment result is too small, the compensation coefficient k is greater than 1; otherwise, k equals 1.

[0033] Its beneficial effects are as follows: When dealing with downhill slope conditions, the method of this invention sets a compensation coefficient k and determines whether the compensation result obtained by using only the theoretically required acceleration is too large or too small. The compensation coefficient is set according to this determination result. If the determination result is too large, the compensation coefficient k is less than 1; if the determination result is too small, the compensation coefficient k is greater than 1; otherwise, k equals 1. Furthermore, it combines... , If the condition is met, the coefficient will be compared with the theoretically required acceleration to be compensated. Multiplication thus achieves actual control of acceleration. To meet actual control requirements.

[0034] Furthermore, if and If the result is too large, then the compensation coefficient is set to [value missing]. ,in , The third acceleration deviation compensation threshold and min( , ) represents finding the minimum;

[0035] like and If the result is too large, then the compensation coefficient is set to [value missing]. ,in , The fourth acceleration deviation compensation threshold and , max( , ) means finding the maximum value.

[0036] Its beneficial effects are: and When the result is too large, it indicates that the compensation coefficient k is too high. and To adjust the settings to reduce the theoretically required acceleration compensation. Thus, actual control acceleration is achieved. To meet actual control requirements; and When the result is too large, it indicates that the compensation coefficient k is too high. and To adjust the settings to reduce the theoretically required acceleration compensation. Thus, actual control acceleration is achieved. To meet actual control requirements.

[0037] Furthermore, if and If the result is too small, then a compensation coefficient should be set. ,in , The fifth acceleration deviation compensation threshold and , , Here are the maximum slope angle limits, where max( , ) represents finding the maximum and min( , ) represents finding the minimum.

[0038] like and If the result is too small, then the compensation coefficient is set to... ,in , The sixth acceleration deviation compensation threshold and , , This is the maximum slope angle limit.

[0039] Its beneficial effects are: If and If the result is too small, it indicates that the judgment result is too small. In this case, the compensation coefficient k is combined with... , as well as , To adjust the settings to increase the theoretically required acceleration compensation. Thus, actual control acceleration is achieved. To meet actual control requirements; and This indicates that the judgment result is too small. At this time, the compensation coefficient k is combined with... , as well as , To adjust the settings to increase the theoretically required acceleration compensation. Thus, actual control acceleration is achieved. To meet actual control requirements.

[0040] Furthermore, if the slope condition is an uphill condition and the vehicle is in motion, then the acceleration weighting... ,in, Current vehicle speed Given the current maximum speed limit, min( , ) represents finding the minimum.

[0041] Its beneficial effect is that an acceleration weight is set in the method of this invention. According to the current vehicle speed Current maximum speed limit Determine acceleration weights Thus, actual control acceleration is achieved. To meet actual control requirements.

[0042] Furthermore, if the slope condition is a downhill condition, and the vehicle is starting or moving, the acceleration value weighting is adjusted accordingly. ,in, Current vehicle speed Given the current maximum speed limit, min( , ) represents finding the minimum.

[0043] Furthermore, the slope angle for:

[0044]

[0045] in, , The current cycle vehicle pitch angle. Let m and n be the vehicle pitch angle of the previous cycle, and m and n be the vehicle pitch angle of the current cycle, respectively. Previous cycle vehicle pitch angle The corresponding weights, where m and n are both greater than or equal to 0 and less than or equal to 1, and m+n=1.

[0046] Its beneficial effects are: according to , And with m and n determined, it is guaranteed that The accuracy of the value determination.

[0047] Furthermore, if the slope condition is an uphill condition, then the theoretically required acceleration compensation is... for: If the slope condition is downhill, then the theoretically required acceleration compensation is... for: ;in, It is the acceleration due to gravity. The coefficient of road friction and .

[0048] To address the aforementioned technical problems, the present invention also provides a vehicle control system for slope conditions. This system includes sensors, a memory, and a processor. The sensors are used to acquire the slope angle of the slope currently in which the vehicle is located. The acquired information is then transmitted to a processor, which executes program instructions stored in the memory to implement the vehicle control method under slope conditions described above, and achieves the same beneficial effects as the method.

[0049] To address the aforementioned technical problems, the present invention also provides a vehicle, which includes a vehicle body and a vehicle control system for slope conditions. This system includes sensors, a memory, and a processor. The sensors are used to acquire the slope angle of the slope currently in which the vehicle is located. The acquired information is then transmitted to a processor, which executes program instructions stored in the memory to implement the vehicle control method under slope conditions described above, and achieves the same beneficial effects as the method. Attached Figure Description

[0050] Figure 1 This is a schematic diagram of the overall system design of the present invention;

[0051] Figure 2 This is a schematic diagram of vehicle mechanics under slope conditions according to the present invention. Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0053] Method Implementation Examples:

[0054] An embodiment of the vehicle control method under slope conditions according to the present invention is shown in the schematic diagram below. Figure 1 As shown, it includes the following steps:

[0055] 1) Obtain the slope angle of the ramp where the vehicle is located. Since it is difficult to mark the exact slope value of a ramp on a map, the ramp angle can be assumed to be the correct value during actual implementation. ( Approximately equal to the vehicle's pitch angle The vehicle's pitch angle can be obtained from relevant sensors installed on the vehicle. To avoid the impact of angle fluctuations, the vehicle pitch angle needs to be filtered to obtain the actual usable pitch angle. This is obtained by weighting the current period's vehicle pitch angle and the historical vehicle pitch angle.

[0056]

[0057] in, The current cycle vehicle pitch angle. Equal to the previous cycle The positive and negative values ​​of the vehicle's pitch angle represent the vehicle's ascent and descent processes, respectively. In this embodiment, , The corresponding weights are set to 0.2 and 0.8 respectively, and can be adjusted according to the actual situation.

[0058] 2) Determine the theoretically required acceleration compensation using the slope angle. .like Figure 2 The diagram shown illustrates the vehicle's mechanics under slope conditions. Figure 2 middle For the slope angle ( ), The total weight of the vehicle. It is the acceleration due to gravity. The figure shows the component of gravity along the ramp direction. Frictional resistance (direction opposite to the vehicle's direction of travel; solid line direction for uphill, dashed line direction for downhill). ( The coefficient of friction is denoted as ( ), which can be calculated using mechanical formulas.

[0059]

[0060] On a normal, straight road surface ( , , Normal speed planning already considers the impact of friction, so on slopes, only the reduced friction (i.e., the difference) needs to be compensated for. Assuming the friction coefficient of the slope is the same as that of a straight road, the friction difference is... It can be represented as:

[0061]

[0062] The acceleration that the vehicle needs to compensate for during the uphill process is:

[0063]

[0064] The deceleration that the vehicle needs to compensate for during the downhill process is:

[0065]

[0066] Among them, when Sometimes,

[0067]

[0068] Therefore, during the downhill process, there is always .

[0069] 3) Actual acceleration deviation The calculation is based on the actual vehicle speed of the previous cycle. Actual execution cycle of the program and the acceleration of the previous cycle planning The theoretical calculated vehicle speed for this cycle is obtained. for:

[0070]

[0071] Based on the current vehicle speed First acceleration deviation Represented as:

[0072]

[0073] Based on the actual acceleration feedback of the vehicle body during this period and the acceleration of the previous cycle planning The second acceleration deviation was obtained. for:

[0074]

[0075] The actual acceleration deviation is obtained by weighted summation of the two acceleration deviations. for:

[0076]

[0077] In this embodiment, , The corresponding weights are set to 0.6 and 0.4 respectively, and can be adjusted according to the actual situation.

[0078] 4) Calculation of actual control acceleration during the uphill process.

[0079] ① During vehicle operation.

[0080] Given the current vehicle speed is The current maximum speed limit is (Determined by the maximum speed limit on the slope and the maximum speed limit of the vehicle), the weight of the acceleration value that needs to be compensated theoretically is calculated based on the current vehicle speed. :

[0081]

[0082] Given the planned acceleration of the vehicle is The theoretically required acceleration compensation value for the vehicle for:

[0083]

[0084] a) when If the compensation value is too high, it needs to be appropriately reduced. for:

[0085]

[0086] in The first acceleration deviation compensation threshold and ;

[0087] Given the planned acceleration of the vehicle is Then control the vehicle's actual required acceleration. for:

[0088]

[0089] b) When If the compensation value is too small, it needs to be increased appropriately. for:

[0090]

[0091] in The second acceleration deviation compensation threshold and ;

[0092] Pick Then control the vehicle's actual required acceleration. for:

[0093]

[0094] in, The maximum slope angle limit is generally taken as... It is 0.17 rad;

[0095] ②When the vehicle starts or stops.

[0096] a) When starting the vehicle, a relatively large acceleration is required to prevent it from rolling backward and to control the actual acceleration needed by the vehicle. for:

[0097]

[0098] in, Pick The specific value can be calibrated according to actual needs.

[0099] b) When the vehicle stops, a significant deceleration is required to prevent it from rolling away. Acceleration should be planned during the stopping process. Control the actual deceleration required by the vehicle for:

[0100]

[0101] in, Pick The specific value can be calibrated according to actual needs.

[0102] 5) Calculation of actual control acceleration during downhill process.

[0103] ① During vehicle start-up and driving.

[0104] Given that the current vehicle speed is v, and the current maximum speed limit is... The required acceleration compensation value weight w is calculated based on the current rapid acceleration:

[0105]

[0106] Given the planned acceleration of the vehicle is Then control the vehicle's actual required acceleration. for:

[0107]

[0108] a) when and If the compensation value is too high, it needs to be appropriately reduced. for:

[0109]

[0110] in The third acceleration deviation compensation threshold and ;

[0111] Given the planned acceleration of the vehicle is Then control the vehicle's actual required acceleration. for:

[0112] ;

[0113] b) When and If the compensation value is too high, it needs to be appropriately reduced. for:

[0114]

[0115] in The fourth acceleration deviation compensation threshold and ;

[0116] Given the planned acceleration of the vehicle is Then control the vehicle's actual required acceleration. for:

[0117] ;

[0118] c) When and If the compensation value is too small, it needs to be increased appropriately. for:

[0119]

[0120] in The fifth acceleration deviation compensation threshold and ;

[0121] Pick Then control the vehicle's actual required acceleration. for:

[0122]

[0123] in, The maximum slope angle limit is generally taken as... It is 0.17 rad;

[0124] d) When and If the compensation value is too small, it needs to be increased appropriately. for:

[0125]

[0126] in The sixth acceleration deviation compensation threshold and ;

[0127] Pick Then control the vehicle's actual required acceleration. for:

[0128]

[0129] in, The maximum slope angle limit is generally taken as... It is 0.17 rad.

[0130] ② When the vehicle is parked.

[0131] When a vehicle comes to a stop, a significant deceleration is required to prevent it from rolling away. Acceleration is planned during the stopping process. Control the actual deceleration required by the vehicle for:

[0132]

[0133] in, Pick The specific value can be calibrated according to actual needs.

[0134] 6) Utilize the obtained actual control acceleration To control the vehicle.

[0135] It should be noted that, , , , , , Its absolute value is generally taken to be no greater than 0.5 times the absolute value of the planned acceleration, that is... .

[0136] Furthermore, the calculation of the actual control acceleration during the downhill process is determined in the following aspects. When determining the value, the vehicle's planning acceleration was also taken into account. and Two factors, and the calculation of the actual control acceleration during the uphill process is determined in the following part. When determining the value, only the following were considered. One factor is that during the uphill process, regardless of Whether it is greater than 0, as long as If it is greater than 0, it can be compensated according to the first method; otherwise, as long as If the value is less than 0, it can be processed using the second method, so no addition was made. Conditional judgment.

[0137] In summary, the present invention has the following characteristics:

[0138] (1) When the slope condition is an uphill condition, the method of the present invention sets a compensation coefficient k and determines whether the compensation result obtained by using only the theoretically required acceleration is too large or too small. The compensation coefficient is set according to the judgment result. If the judgment result is too large, the compensation coefficient k is less than 1; if the judgment result is too small, the compensation coefficient k is greater than 1; otherwise, k is equal to 1. Then, the coefficient is compared with the theoretically required acceleration. Multiplication allows for the adjustment of the theoretically required compensation acceleration based on the judgment result. This enables actual control acceleration It meets actual control requirements and solves the problem that using only theoretically calculated compensation values ​​to compensate for acceleration cannot meet actual control requirements.

[0139] (2) For the first acceleration deviation Second acceleration deviation The final actual acceleration deviation is determined by weighted summation, where the first acceleration deviation is... The second acceleration deviation is mainly calculated considering the change in velocity. This is mainly because the acceleration change is calculated, which makes the actual acceleration deviation more accurate, thus ensuring the accuracy of the k value determination;

[0140] (3) When the result is too large, it indicates that the compensation coefficient k is too high. and To adjust the settings to reduce the theoretically required acceleration compensation. Thus, actual control acceleration is achieved. To meet actual control requirements;

[0141] (4) An acceleration weight is set in the method of the present invention. According to the current vehicle speed Current maximum speed limit Determine acceleration weights Thus, actual control acceleration is achieved. To meet actual control requirements.

[0142] System Implementation Example:

[0143] An embodiment of a vehicle control system for slope conditions according to the present invention includes sensors, a memory, a processor, and an internal bus. The processor and the memory communicate and interact with each other via the internal bus. The sensors include a vehicle pitch angle sensor and a vehicle speed sensor. The memory includes at least one software function module stored in the memory. The processor executes various functional applications and data processing by running the software program and modules stored in the memory, thereby implementing the vehicle control method for slope conditions described in this embodiment of the present invention.

[0144] The vehicle pitch angle sensor can be a gyroscope sensor, and the vehicle speed sensor can be a magnetoelectric sensor, a photoelectric sensor, or a Hall effect sensor. The memory can be any type of memory that stores information using electrical energy, such as RAM or ROM; it can also be any type of memory that stores information using magnetic energy, such as hard disks, floppy disks, magnetic tapes, magnetic core memory, bubble memory, or USB flash drives; it can also be any type of memory that stores information using optical methods, such as CDs or DVDs; and of course, it can also be other types of memory, such as quantum memories or graphene memories. The processor can be the vehicle's overall controller or other processing devices, such as microcontrollers (MCUs), single-chip microcomputers, or programmable logic devices (FPGAs).

[0145] Vehicle Example:

[0146] One embodiment of the present invention includes a vehicle body and a vehicle control system for slope conditions. This system is the same as the vehicle control system for slope conditions in the system embodiment, and will not be described again here.

Claims

1. A vehicle control method under slope conditions, characterized in that, Includes the following steps: 1) Obtain the slope angle of the ramp where the vehicle is located. And use the slope angle to determine the theoretically required acceleration compensation. ; 2) Calculate the compensation coefficient k: ① If the slope condition is uphill and the vehicle is in motion, calculate the actual acceleration deviation. ,according to To determine whether the compensation result obtained by using only the theoretically required acceleration for compensation is too large or too small: If ,but ;like ,but ;like Then k is 1; ② If the slope condition is a downhill condition and the vehicle is starting or moving, obtain the acceleration planned in the previous cycle. , combined and Make a judgment: like and ,but ; like and ,but ; like and ,but ; like and ,but ; like Then k is 1; in, , , , , , These are the first, second, third, fourth, fifth, and sixth acceleration deviation compensation thresholds, respectively. , , , , , min( , ) represents finding the minimum, and max( , ) represents finding the maximum. This is the maximum slope angle limit; 3) Based on the compensation coefficient Acceleration weight , Accelerated Planning Obtain actual control acceleration : , ; 4) Utilize To control the vehicle.

2. The vehicle control method under slope conditions according to claim 1, characterized in that, In step 2), the actual acceleration deviation is calculated according to the following method. : Based on the actual vehicle speed of the previous cycle Actual execution cycle of the program and the acceleration of the previous cycle planning The theoretical vehicle speed for this cycle was calculated. for: Based on current vehicle speed Actual execution cycle of the program And the theoretically calculated vehicle speed for this cycle. The first acceleration deviation was calculated. for: Based on the actual acceleration feedback of the vehicle body during this period and the acceleration of the previous cycle planning The second acceleration deviation was calculated. for: For the first acceleration deviation Second acceleration deviation By performing a weighted summation, the actual acceleration deviation can be obtained. for: Where x and y are the first acceleration deviations, respectively. Second acceleration deviation The corresponding weights, and x and y are both greater than or equal to 0 and less than or equal to 1, x + y = 1.

3. The vehicle control method under slope conditions according to claim 1, characterized in that, If the slope condition is uphill and the vehicle is in motion, If so, it means that the compensation result obtained is too large.

4. The vehicle control method under slope conditions according to claim 1, characterized in that, If the slope condition is uphill and the vehicle is in motion, if If so, it means that the compensation result obtained is too small.

5. The vehicle control method under slope conditions according to claim 1, characterized in that, If the slope condition is uphill and the vehicle is starting or stopping, then the compensation coefficient is set to [value missing]. .

6. The vehicle control method under slope conditions according to claim 1, characterized in that, If the ramp is a downhill ramp and the vehicle is parking, then the compensation coefficient is set to [value missing]. .

7. The vehicle control method under slope conditions according to claim 1, characterized in that, like and If so, it means that the compensation result obtained is too large.

8. The vehicle control method under slope conditions according to claim 1, characterized in that, like and If so, it means that the compensation result obtained is too small.

9. The vehicle control method under slope conditions according to claim 1, characterized in that, If the slope condition is an uphill condition, and the vehicle is in motion, then the acceleration weighting... ,in, Current vehicle speed This is the current maximum speed limit.

10. The vehicle control method under slope conditions according to claim 1, characterized in that, If the slope condition is a downhill condition, and the vehicle is starting or moving, then the acceleration value weighting... ,in, Current vehicle speed This is the current maximum speed limit.

11. The vehicle control method under slope conditions according to claim 1, characterized in that, The slope angle for: in, , The current cycle vehicle pitch angle. The pitch angle of the vehicle body in the previous cycle is denoted as m, and the pitch angle of the vehicle body in the current cycle is denoted as n. Previous cycle vehicle pitch angle The corresponding weights, where m and n are both greater than or equal to 0 and less than or equal to 1, and m+n=1.

12. The vehicle control method under slope conditions according to claim 1, characterized in that, If the slope condition is uphill, then the theoretically required acceleration compensation is... for: ; If the slope condition is downhill, then the theoretically required acceleration compensation is... for: ;in, It is the acceleration due to gravity. The coefficient of road friction and .

13. A vehicle control system for slope conditions, characterized in that, It includes sensors, memory, and a processor; the sensors are used to obtain the slope angle of the current slope where the vehicle is located. The acquired information is then transmitted to a processor, which executes program instructions stored in the memory to implement the vehicle control method under slope conditions as described in any one of claims 1-12.

14. A vehicle, said vehicle comprising a vehicle body, characterized in that, It also includes a vehicle control system for slope conditions, which includes sensors, memory, and a processor. The sensors are used to obtain the slope angle of the current slope where the vehicle is located. The acquired information is then transmitted to a processor, which executes program instructions stored in the memory to implement the vehicle control method under slope conditions as described in any one of claims 1-12.

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