Bidirectional hill hold control method and device, wheeled electric engineering vehicle and storage medium

Abstract

The application discloses a bidirectional hill holding control method and device, a wheeled electric engineering vehicle and a storage medium, and relates to the technical field of vehicle control. The method comprises the following steps: when it is determined that the current vehicle is in a hill driving state according to first state information of the current vehicle, the slope value of the road where the current vehicle is located is determined; when it is determined that hill holding needs to be triggered according to second state information of the current vehicle, third state information of the current vehicle is acquired; the requested torque of the driving motor of the current vehicle is determined according to the third state information of the current vehicle and the slope value, and the driving motor is controlled to output the requested torque, so as to realize bidirectional hill holding. The technical scheme provided by the application can reduce the cost of identifying whether the vehicle is on a hill and the implementation complexity of bidirectional hill holding, and improves the experience of users using the wheeled electric engineering vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a two-way hill-start assist control method, device, wheeled electric engineering vehicle, and storage medium. Background Technology

[0002] Currently, when wheeled electric engineering vehicles are on a slope, they may roll backward or forward due to the weight of the vehicle and its load, endangering the driver's safety. To prevent this, most wheeled electric engineering vehicles have a one-way parking function, meaning they prevent backward rolling when going uphill in drive (D) and forward rolling when going downhill in reverse (R). Wheeled electric engineering vehicles primarily rely on the reverse braking of the drive motor to achieve one-way parking, using the steering gear and drive motor speed to determine whether the vehicle needs to engage the one-way parking function. However, in actual operation, wheeled electric engineering vehicles also need to achieve two-way parking, i.e., parking when going downhill in drive (D) or going uphill in reverse (R).

[0003] In the existing technology, in order to achieve parking on a slope in D gear downhill or R gear uphill, the following solutions can be adopted: add a slope sensor to the wheeled electric engineering vehicle. The vehicle controller of the wheeled electric engineering vehicle detects the slope in real time through the slope sensor and performs parking control according to the slope.

[0004] However, in the above-mentioned methods, slope sensors are relatively expensive, and their installation requirements are stringent. The wheeled electric engineering vehicle has an articulated body, making it difficult to find suitable installation locations. Therefore, current methods for achieving bidirectional slope parking are costly and complex to implement. Summary of the Invention

[0005] This application provides a bidirectional slope control method, device, wheeled electric engineering vehicle, and storage medium to solve the technical problems of high cost and complex implementation of current bidirectional slope control methods.

[0006] In a first aspect, this application provides a two-way slope control method applied to wheeled electric engineering vehicles, the method comprising:

[0007] When it is determined that the current vehicle is in a slope driving state based on the current vehicle's first state information, the slope value of the road where the current vehicle is located is determined.

[0008] When it is determined that parking on a slope needs to be triggered based on the second state information of the current vehicle, the third state information of the current vehicle is obtained; where the second state information is the information of the current vehicle obtained after determining the slope value.

[0009] Based on the current vehicle's third state information and the slope value, determine the requested torque of the vehicle's drive motor and control the drive motor to output the requested torque to achieve bidirectional hill-climbing.

[0010] Secondly, this application provides a two-way slope control device for use in wheeled electric engineering vehicles, the device comprising:

[0011] The slope determination module is used to determine the slope value of the road where the vehicle is located when the vehicle is in a slope driving state based on the first state information of the current vehicle.

[0012] The information acquisition module is used to acquire the third state information of the current vehicle when it is determined that parking on a slope needs to be triggered based on the second state information of the current vehicle; wherein, the second state information is the information of the current vehicle acquired after the slope value is determined.

[0013] The slope control module is used to determine the requested torque of the current vehicle's drive motor based on the current vehicle's third state information and the slope value, and control the drive motor to output the requested torque to achieve bidirectional slope parking.

[0014] Thirdly, this application provides a wheeled electric engineering vehicle, which includes:

[0015] At least one processor; and

[0016] A memory that is communicatively connected to at least one processor; wherein,

[0017] The memory stores a computer program that can be executed by at least one processor, such that the at least one processor is able to execute the bidirectional slope control method of any embodiment of this application.

[0018] Fourthly, this application provides a computer-readable storage medium storing computer instructions that, when executed by a processor, implement the bidirectional slope control method of any embodiment of this application.

[0019] To address the shortcomings of existing technologies, this application provides a bidirectional hill-start assist control method applied to wheeled electric engineering vehicles. The method includes: when the vehicle is determined to be in a hill-climbing state based on its first state information, determining the slope value of the road where the vehicle is located; when hill-start assist needs to be triggered based on the vehicle's second state information, acquiring the vehicle's third state information; and determining the requested torque of the vehicle's drive motor based on the third state information and the slope value, and controlling the drive motor to output the requested torque to achieve bidirectional hill-start assist. In this bidirectional hill-start assist control method, on the one hand, the method identifies whether the vehicle is on a hill based on the acquired first state information. When it is determined that the vehicle is in a hill-climbing state, the slope value of the road where the vehicle is located is determined based on the first state information. This avoids the need for an expensive slope sensor to identify whether the vehicle is on a hill, thus avoiding the high cost and installation difficulties associated with additional slope sensors, thereby reducing implementation costs. On the other hand, when it is determined that the vehicle is on a slope, the system determines whether parking is required based on the vehicle's second state information. If parking is required, the system controls parking based on the vehicle's third state information and the determined slope value. Furthermore, under this specific condition, parking is possible regardless of whether the vehicle is in Drive (D) or Reverse (R) gear. This solves the problem of the complexity of implementing bidirectional parking and reduces its complexity. It also meets the user's needs for parking downhill in Drive and uphill in Reverse, thus improving the user experience of using wheeled electric engineering vehicles. Implementing this solution reduces the cost of identifying whether a vehicle is on a slope and lowers the complexity of bidirectional parking, solving the problems of high cost and complex implementation of current bidirectional parking methods, thereby improving the user experience of using wheeled electric engineering vehicles.

[0020] It should be noted that the aforementioned computer instructions may be stored, in whole or in part, on a computer-readable storage medium. This computer-readable storage medium may be packaged together with the processor of the bidirectional parking control device, or it may be packaged separately from the processor of the bidirectional parking control device; this application does not impose any limitations on this.

[0021] The descriptions of the second, third, and fourth aspects in this application can be referenced to the detailed description of the first aspect; and the beneficial effects described in the second, third, and fourth aspects can be referenced to the analysis of the beneficial effects of the first aspect, which will not be repeated here.

[0022] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this application, nor is it intended to limit the scope of this application. Other features of this application will become readily apparent from the following description.

[0023] It is understood that before using the technical solutions disclosed in the various embodiments of this application, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this application in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a first flowchart illustrating a bidirectional slope control method provided in an embodiment of this application;

[0026] Figure 2 This is a schematic diagram of the second process of a two-way slope control method provided in an embodiment of this application;

[0027] Figure 3 A schematic diagram of the third process of a two-way slope control method provided in an embodiment of this application;

[0028] Figure 4 A schematic diagram of the fourth process of a two-way slope control method provided in an embodiment of this application;

[0029] Figure 5 A schematic diagram of a two-way slope control device provided in an embodiment of this application;

[0030] Figure 6 This is a structural schematic diagram of a wheeled electric engineering vehicle used to implement a bidirectional slope control method according to an embodiment of this application. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this application.

[0032] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0033] The terms "first" and "second," etc., used in the specification and drawings of this application are used to distinguish different objects or to distinguish different treatments of the same object, rather than to describe a specific order of objects.

[0034] Furthermore, the terms "comprising" and "having," and any variations thereof, used in the description of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the steps or units listed, but may optionally include other steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus.

[0035] It should be noted that in the embodiments of this application, the words "exemplary" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design scheme described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of the words "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0036] In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0037] Furthermore, the acquisition, storage, use, and processing of data in this application's technical solution all comply with relevant national laws and regulations.

[0038] Figure 1 This is a first flowchart illustrating a bidirectional slope-holding control method provided in this application embodiment. This embodiment is applicable to situations where the vehicle is currently on a slope and bidirectional slope-holding is required. The bidirectional slope-holding control method provided in this embodiment can be executed by the bidirectional slope-holding control device provided in this application embodiment. This device can be implemented through software and / or hardware and integrated into the wheeled electric engineering vehicle executing this method. The executing entity of this method can be a controller in the wheeled electric engineering vehicle. Exemplarily, it can be the vehicle controller in the wheeled electric engineering vehicle. The following description uses the vehicle controller as the executing entity.

[0039] See Figure 1 The method in this embodiment includes, but is not limited to, the following steps:

[0040] S110. When it is determined that the current vehicle is in a slope driving state based on the first state information of the current vehicle, determine the slope value of the road where the current vehicle is located.

[0041] The current vehicle is a wheeled electric engineering vehicle, such as an electric loader, electric bulldozer, or electric crane. The first state information is the information about the current vehicle obtained by the vehicle controller using devices such as vehicle speed sensors and throttle pedal opening sensors. For example, the first state information may include the current vehicle speed, throttle opening, and parameters of the drive motor. The slope driving state indicates that the road the current vehicle is traveling on is a slope. The slope value is the numerical value of the slope of the road the current vehicle is on, without units. The slope value can be positive or negative. A positive slope value indicates that the current vehicle is on an uphill road; a negative slope value indicates that the current vehicle is on a downhill road.

[0042] In one implementation of this application, the vehicle controller actively acquires the current vehicle's first state information through devices such as an accelerator pedal opening sensor and a vehicle speed sensor. In another implementation, the accelerator pedal opening sensor and vehicle speed sensor detect the current vehicle's first state information and actively transmit it to the vehicle controller.

[0043] After acquiring the vehicle's first state information, the vehicle controller determines whether the vehicle is driving on an incline, i.e., it identifies whether the road the vehicle is on is an incline based on the first state information. For example, it determines the vehicle's driving state and the road conditions based on information such as the vehicle's throttle opening, drive motor parameters, or vehicle speed. If the vehicle controller determines that the vehicle is driving on an incline, it determines the slope value of the road the vehicle is on based on the first state information and records this slope value. For example, it determines the corresponding state information of the vehicle when driving on roads with different slope values ​​through multiple experiments, records the mapping relationship between the slope value and the corresponding state information, and then determines the slope value of the road corresponding to the current state information based on the state information exhibited by the vehicle while driving on the current road and this mapping relationship.

[0044] S120. When it is determined that parking on a slope needs to be triggered based on the second state information of the current vehicle, the third state information of the current vehicle is obtained.

[0045] The second state information is the information of the current vehicle obtained after determining the slope value. For example, the second state information may include the current vehicle's throttle opening and current gear. The third state information is the information of the current vehicle obtained after determining that hill-start assist needs to be triggered. For example, the third state information may include the parameters of the current vehicle's drive motor.

[0046] In this embodiment, the vehicle controller acquires the second state information of the current vehicle using devices such as the accelerator pedal opening sensor and the vehicle speed sensor. Then, the vehicle controller determines whether the current vehicle needs to trigger hill-start assist based on the acquired second state information; that is, it determines whether the driver's current operation indicates an intention to hill-start assist. For example, the driver's intention information is determined based on the current accelerator pedal opening or brake pedal opening. When the accelerator pedal opening is zero or the brake pedal opening is not zero, it indicates that the driver does not want the vehicle to continue driving and intends to trigger hill-start assist to change the driving state. If the vehicle controller determines that the current vehicle needs to trigger hill-start assist, it acquires the third state information of the current vehicle using devices such as the accelerator pedal opening sensor and the vehicle speed sensor.

[0047] S130. Based on the current vehicle's third state information and the slope value, determine the requested torque of the current vehicle's drive motor and control the drive motor to output the requested torque to achieve bidirectional parking.

[0048] The requested torque of the drive motor is the torque that the drive motor needs to output when the vehicle is maintaining a parking state on the slope, at which time the vehicle speed and the drive motor speed are zero.

[0049] In this embodiment, the vehicle controller determines the requested torque of the vehicle's drive motor based on the acquired third state information of the current vehicle and the determined slope value. This requested torque enables the vehicle to maintain a parking state on the slope, which can be understood as maintaining a zero speed on the slope. Then, the vehicle controller controls the drive motor to output the requested torque, enabling the vehicle to achieve bidirectional parking. That is, when the slope value is positive, it indicates that the vehicle is on an uphill road, and the vehicle controller can control the drive motor to output the requested torque to achieve uphill parking; when the slope value is negative, it indicates that the vehicle is on a downhill road, and the vehicle controller can control the drive motor to output the requested torque to achieve downhill parking, thus achieving bidirectional parking.

[0050] The technical solution provided in this embodiment determines the slope of the road where the vehicle is located when the vehicle is in a slope driving state based on the first state information of the current vehicle. When it is determined that parking is required based on the second state information of the current vehicle, the third state information of the current vehicle is obtained. Based on the third state information and the slope value, the requested torque of the vehicle's drive motor is determined, and the drive motor is controlled to output the requested torque to achieve bidirectional parking. In this bidirectional parking control method, on the one hand, the vehicle is identified as being on a slope based on the obtained first state information of the current vehicle. When it is determined that the vehicle is in a slope driving state, the slope value of the road where the vehicle is located is determined based on the first state information. This avoids the need for an expensive slope sensor to identify whether the vehicle is on a slope, thus avoiding the high cost and difficult installation problems caused by adding an additional slope sensor, thereby reducing the implementation cost. On the other hand, when it is determined that the vehicle is on a slope, the system determines whether parking is required based on the vehicle's second state information. If parking is required, the system controls parking based on the vehicle's third state information and the determined slope value. Furthermore, under this specific condition, parking is possible regardless of whether the vehicle is in Drive (D) or Reverse (R) gear. This solves the problem of the complexity of implementing bidirectional parking and reduces its complexity. It also meets the user's needs for parking downhill in Drive and uphill in Reverse, thus improving the user experience of using wheeled electric engineering vehicles. Implementing this solution reduces the cost of identifying whether a vehicle is on a slope and lowers the complexity of bidirectional parking, solving the problems of high cost and complex implementation of current bidirectional parking methods, thereby improving the user experience of using wheeled electric engineering vehicles.

[0051] The bidirectional slope control method provided in the embodiments of this application is further described below. Figure 2 This is a second flowchart illustrating a bidirectional slope control method provided in an embodiment of this application. This embodiment optimizes the above embodiments and various optional implementations, specifically by providing a detailed explanation of the process of determining whether the current vehicle is in a slope driving state and determining the slope value of the road where the current vehicle is located, based on the vehicle's first state information.

[0052] Optionally, the first state information includes: the throttle opening at the first moment, the vehicle speed at the second moment, the throttle opening at the third moment, and the parameters of the drive motor at the third moment, wherein the first moment is earlier than the second moment, and the second moment is earlier than the third moment; determining whether the current vehicle is in a slope driving state based on the first state information of the current vehicle includes: if the throttle opening at the first moment in the first state information meets a first preset condition, then determining whether the change in the vehicle speed at the second moment compared to the vehicle speed within a first preset time period before the second moment is less than a preset vehicle speed change threshold; if the change in the vehicle speed at the second moment compared to the vehicle speed within the first preset time period before the second moment is less than the preset vehicle speed change threshold, then determining the throttle opening at the second moment and the parameters of the drive motor at the second moment; if the change in the throttle opening at the third moment compared to the throttle opening at the second moment is less than the preset throttle opening change threshold, then determining whether the current vehicle is in a slope driving state based on the parameters of the drive motor at the third moment and the parameters of the drive motor at the second moment.

[0053] The first preset condition is a pre-set judgment condition. Users can adjust and set this judgment condition according to actual needs. This embodiment does not make specific limitations on this.

[0054] Optionally, in one implementation, the first preset condition includes: the throttle opening at a first moment in the first state information is less than a first preset throttle opening threshold, and the parameters of the drive motor include: the rotational speed of the drive motor. The first preset throttle opening threshold is a pre-set throttle opening threshold, which can be adjusted and set by the user according to actual needs; this embodiment does not specifically limit it. For example, the first preset throttle opening threshold can be 50%.

[0055] Optionally, in another implementation, the first preset condition includes: the throttle opening at the first moment in the first state information is greater than a third preset throttle opening threshold, and the parameters of the drive motor include: the torque of the drive motor. The third preset throttle opening threshold is a pre-set throttle opening threshold, which the user can adjust and set according to actual needs; this embodiment does not specifically limit it. It should be noted that the third preset throttle opening threshold is greater than the first preset throttle opening threshold. For example, the third preset throttle opening threshold can be a value that infinitely approaches 100%.

[0056] The following examples illustrate how to determine whether a vehicle is on a slope and the slope of the road it is on, based on the vehicle's initial state information.

[0057] See Figure 2 The method in this embodiment includes, but is not limited to, the following steps:

[0058] S210. Determine whether the throttle opening at the first moment in the first state information is less than the first preset throttle opening threshold.

[0059] In this embodiment, after obtaining the throttle opening at the first moment from the first state information, the vehicle controller compares the throttle opening at the first moment with a first preset throttle opening threshold to determine whether the throttle opening at the first moment in the first state information is less than the first preset throttle opening threshold. If the throttle opening at the first moment in the first state information is less than the first preset throttle opening threshold, it indicates that the road where the vehicle is currently located may be a slope, and S212 is executed to continue determining whether the vehicle is on a slope; if the throttle opening at the first moment in the first state information is greater than or equal to the first preset throttle opening threshold, it indicates that the road where the vehicle is currently located may not be a slope, and S211 is executed to continue determining whether the vehicle is on a slope based on the throttle opening information.

[0060] S211. Determine whether the throttle opening at the first moment in the first state information is greater than the third preset throttle opening threshold.

[0061] In this embodiment, after obtaining the throttle opening at the first moment from the first state information, the vehicle controller compares the throttle opening at the first moment with a third preset throttle opening threshold to determine whether the throttle opening at the first moment in the first state information is greater than the third preset throttle opening threshold. If the throttle opening at the first moment in the first state information is greater than the third preset throttle opening threshold, it indicates that the road where the current vehicle is located may be a slope. At this time, S212 is executed to continue to determine whether the current vehicle is on a slope. If the throttle opening at the first moment in the first state information is less than or equal to the third preset throttle opening threshold, it indicates that the road where the current vehicle is located is not a slope. At this time, S227 is executed to exit the slope identification control logic.

[0062] S212. If the throttle opening at the first moment in the first state information meets the first preset condition, then based on the vehicle speed at the second moment, determine whether the change in vehicle speed at the second moment compared to the vehicle speed of the current vehicle within the first preset time period before the second moment is less than the preset vehicle speed change threshold.

[0063] The first preset duration is a pre-set duration that the user can adjust and set according to actual needs; this embodiment does not impose specific limitations on it. For example, the first preset duration can be 30 seconds (s). The preset vehicle speed change threshold is a pre-set threshold for the amount of vehicle speed change that the user can adjust and set according to actual needs; this embodiment does not impose specific limitations on it.

[0064] In this embodiment, when the throttle opening at the first moment in the first state information is less than a first preset throttle opening threshold, or when the throttle opening at the first moment in the first state information is greater than a third preset throttle opening threshold, it indicates that the vehicle may be on a slope. At this time, the vehicle continues to travel for a period of time after the first moment, reaching a second moment, i.e., the current moment is the second moment. The vehicle controller then begins to acquire the vehicle speed at the second moment in the first state information and the vehicle speed within a first preset time period before the second moment. It then calculates the change in vehicle speed between the second moment and the first preset time period before the second moment, i.e., the change in vehicle speed, and compares this change in vehicle speed with a preset vehicle speed change threshold to determine whether the change in vehicle speed is less than the preset vehicle speed change threshold. If the speed change is less than the preset speed change threshold, it indicates that the vehicle has reached the stable speed at the second throttle opening and is in a stable speed driving state. At this time, S213 or S214 is executed to determine the throttle opening and drive motor parameters at the second time. If the speed change is greater than or equal to the preset speed change threshold, it indicates that the vehicle has failed to reach the stable speed at the second throttle opening and is in an unstable speed driving state. At this time, S227 is executed to exit the slope recognition control logic.

[0065] S213. If it is determined that the change in vehicle speed at the second moment is less than the change in vehicle speed within the first preset time period before the second moment, then the throttle opening at the second moment and the rotational speed of the drive motor at the second moment are determined.

[0066] In this embodiment, when the vehicle controller determines that the change in vehicle speed at the second moment compared to the change in vehicle speed within a first preset time period prior to the second moment is less than a preset speed change threshold, it indicates that the vehicle is currently in a stable speed driving state. At this time, the vehicle controller acquires the throttle opening at the second moment and the rotational speed of the drive motor at the second moment from the first state information. Then, it executes S215 to determine whether the throttle opening is in a stable state.

[0067] S214. If it is determined that the change in vehicle speed at the second moment is less than the change in vehicle speed within the first preset time period before the second moment, then the throttle opening at the second moment and the torque of the drive motor at the second moment are determined.

[0068] In this embodiment, when the vehicle controller determines that the change in vehicle speed at the current second moment compared to the change in vehicle speed within a first preset time period prior to the second moment is less than a preset speed change threshold, it indicates that the vehicle is currently in a stable speed driving state. At this time, the vehicle controller obtains the throttle opening at the second moment and the torque of the drive motor at the second moment from the first state information. Then, it executes S215 to determine whether the throttle opening is in a stable state.

[0069] S215. Determine whether the change in throttle opening at the third moment is less than the preset throttle opening change threshold.

[0070] The preset throttle opening change threshold is a pre-set threshold for the amount of throttle opening change. Users can adjust and set this threshold according to actual needs; this embodiment does not specifically limit it. For example, the preset throttle opening change threshold can be 5%.

[0071] In this embodiment, the vehicle continues driving for a period of time after the second moment, reaching the third moment, i.e., the current moment is the third moment. The vehicle controller begins to acquire the throttle opening at the third moment and the parameters of the drive motor (such as the speed or torque of the drive motor) at the third moment from the first state information. Then, the vehicle controller calculates the change in throttle opening at the third moment compared to the throttle opening at the second moment, i.e., the change in throttle opening, and compares this change in throttle opening with a preset throttle opening change threshold to determine whether the change in throttle opening is less than the preset throttle opening change threshold. If the change in throttle opening is less than the preset throttle opening change threshold, it indicates that the throttle opening of the current vehicle is in a stable state, and the driver has not performed any other operations on the current vehicle. At this time, S216 is executed; if the change in throttle opening is greater than or equal to the preset throttle opening change threshold, it indicates that the throttle opening of the current vehicle is in an unstable state, and the driver may have performed other operations on the current vehicle. At this time, S227 is executed to exit the control logic for hill start recognition.

[0072] S216. Determine whether the throttle opening at the third moment is less than the second preset throttle opening threshold.

[0073] The second preset throttle opening threshold is a pre-set throttle opening threshold that the user can adjust and set according to actual needs; this embodiment does not specifically limit this. For example, the second preset throttle opening threshold can be 50%. It should be noted that the first preset throttle opening threshold and the second preset throttle opening threshold can be the same or different; this embodiment does not specifically limit this.

[0074] In this embodiment, the vehicle controller compares the throttle opening at the third moment with a preset second throttle opening threshold to determine whether the throttle opening at the third moment is less than the second preset throttle opening threshold. If the throttle opening at the third moment is less than the second preset throttle opening threshold, then S217 is executed to determine whether the vehicle is currently driving on a slope based on parameters such as the drive motor speed and throttle opening; if the throttle opening at the third moment is greater than or equal to the second preset throttle opening threshold, then S218 is executed to determine whether the vehicle is currently driving on a slope based on parameters such as the drive motor torque and throttle opening.

[0075] S217. If the change in throttle opening at the third moment is less than the change in throttle opening at the second moment, and the throttle opening at the third moment is less than the second preset throttle opening threshold, then determine whether the absolute value of the change in the speed of the drive motor at the third moment and the speed of the drive motor at the second moment is greater than the preset speed difference threshold, whether the duration for which the throttle opening remains unchanged at the third moment is greater than the second preset duration, and whether the speed of the drive motor at the third moment changes monotonically compared to the speed of the drive motor at the second moment.

[0076] The preset speed difference threshold is a pre-set speed difference threshold used to measure whether the change in the speed of the vehicle's drive motor is significant, or whether the vehicle's speed has changed significantly. Users can adjust and set this speed difference threshold according to their actual needs; this embodiment does not impose specific limitations on it. The second preset duration is a pre-set duration, which users can adjust and set according to their actual needs; this embodiment does not impose specific limitations on it.

[0077] In this embodiment, when the change in throttle opening at the third moment compared to the throttle opening at the second moment is less than a preset throttle opening change threshold, and the throttle opening at the third moment is less than a second preset throttle opening threshold, the vehicle controller determines whether the vehicle is currently in a slope driving state based on parameters such as the drive motor speed and throttle opening: It calculates the absolute value of the difference between the drive motor speed at the second moment and the drive motor speed at the third moment, i.e., the absolute value of the speed difference, and determines whether the absolute value of the speed difference is greater than a preset speed difference threshold, i.e., it determines whether the change in the drive motor speed is significant, which can also be understood as the current vehicle speed change threshold. The system checks whether the speed change is significant; it records the duration for which the throttle opening remains constant at the third moment and compares this duration with a second preset duration to determine whether the duration for which the throttle opening remains constant at the third moment is greater than the second preset duration. That is, it checks whether the speed of the drive motor at the third moment of the current vehicle recovers to the speed of the drive motor at the second moment within a certain time while the throttle opening remains constant. It then compares the speed of the drive motor at the third moment with the speed of the drive motor at the second moment to determine whether the speed of the drive motor at the third moment changes monotonically compared to the speed of the drive motor at the second moment. That is, it checks whether the current vehicle is still in the same operating condition. If the above judgment conditions are met, S219 is executed; if the above judgment conditions are not met, S227 is executed to exit the slope recognition control logic.

[0078] S218. If the change in throttle opening at the third moment is less than the change in throttle opening at the second moment, and the throttle opening at the third moment is greater than or equal to the second preset throttle opening threshold, then determine whether the absolute value of the change in torque of the drive motor at the third moment and the change in torque of the drive motor at the second moment are within the slope recognition limit range, whether the duration for which the throttle opening remains unchanged at the third moment is less than the third preset duration, and whether the torque of the drive motor at the third moment changes monotonically compared to the torque of the drive motor at the second moment.

[0079] The slope recognition limit range is the range of changes in drive motor torque that the slope recognition logic can detect. This range is stored in the vehicle controller, and this embodiment does not impose specific limitations on it. The third preset duration is a pre-set duration that the user can adjust and set according to actual needs; this embodiment does not impose specific limitations on it either.

[0080] In this embodiment, when the change in throttle opening at the third moment compared to the throttle opening at the second moment is less than a preset throttle opening change threshold, and the throttle opening at the third moment is greater than or equal to a second preset throttle opening threshold, the vehicle controller determines whether the vehicle is currently in a slope driving state based on parameters such as the torque of the drive motor and the throttle opening: It calculates the absolute value of the difference between the torque of the drive motor at the second moment and the torque of the drive motor at the third moment, i.e., the absolute value of the torque difference, and determines whether the absolute value of the torque difference is within the slope recognition limit range, i.e., determines whether the torque of the drive motor has changed. The system checks whether the degree of change is within the recognition range of the slope recognition control logic; it records the duration for which the throttle opening remains unchanged at the third moment and compares this duration with a third preset duration to determine whether the duration for which the throttle opening remains unchanged at the third moment is less than the third preset duration, i.e., whether the driver has performed other operations on the current vehicle within a certain period of time; it compares the torque of the drive motor at the third moment with the torque of the drive motor at the second moment to determine whether the torque of the drive motor at the third moment changes monotonically compared to the torque of the drive motor at the second moment, i.e., whether the current vehicle is still in the same operating condition. If the above judgment conditions are met, S219 is executed; if the above judgment conditions are not met, S227 is executed to exit the slope recognition control logic.

[0081] S219. If it is determined that the absolute value of the change in the speed of the drive motor at the third moment and the speed of the drive motor at the second moment is greater than the preset speed difference threshold, the duration for which the throttle opening remains unchanged at the third moment is greater than the second preset duration, and the speed of the drive motor at the third moment changes monotonically compared to the speed of the drive motor at the second moment; or, if it is determined that the absolute value of the change in the torque of the drive motor at the third moment and the torque of the drive motor at the second moment is within the slope recognition limit range, the duration for which the throttle opening remains unchanged at the third moment is less than the third preset duration, and the torque of the drive motor at the third moment changes monotonically compared to the torque of the drive motor at the second moment, then it is determined that the current vehicle is in a slope driving state.

[0082] In this embodiment, when the vehicle controller determines that the absolute value of the change in the speed of the drive motor at the third moment and the speed of the drive motor at the second moment is greater than a preset speed difference threshold, the duration for which the throttle opening remains unchanged at the third moment is greater than a second preset duration, and the speed of the drive motor at the third moment changes monotonically compared to the speed of the drive motor at the second moment, it indicates that the current vehicle speed has increased or decreased significantly and remains monotonically changing. Simultaneously, while the throttle opening remains unchanged, the vehicle has failed to recover to the stable speed state of the second moment within a certain period. At this time, the vehicle controller determines that the road the current vehicle is traveling on is a slope, and the vehicle is in a slope driving state. Then, S220 is executed to determine the slope value of the road where the current vehicle is located based on the speed of the drive motor. Furthermore, when the vehicle controller determines that the absolute values ​​of the changes in the drive motor torque at the third moment and the drive motor torque at the second moment are within the slope recognition limit range, the duration for which the throttle opening remains unchanged at the third moment is less than the third preset duration, and the drive motor torque at the third moment changes monotonically compared to the drive motor torque at the second moment, it indicates that the torque change of the current vehicle's drive motor is relatively significant, and this change is within the slope recognition limit range and remains monotonically changing. At this time, the vehicle controller determines that the road the current vehicle is traveling on is a slope, and the vehicle is in a slope driving state. Then, S221 is executed to determine the slope value of the road the current vehicle is on based on the drive motor torque.

[0083] S220. Based on the difference between the rotational speed of the drive motor at the second moment and the rotational speed of the drive motor at the third moment, and the preset mapping relationship between the rotational speed difference and the slope value, determine the slope value of the road where the vehicle is currently located.

[0084] The slope value is positive or negative, just like the difference in rotational speed. That is, when the difference in rotational speed is positive, the slope value is positive, and when the difference in rotational speed is negative, the slope value is negative. The preset mapping relationship between rotational speed difference and slope value is a pre-set mapping relationship between the rotational speed difference of the drive motor and the slope value, stored in the vehicle controller, and used to find the corresponding slope value based on the rotational speed difference of the drive motor.

[0085] In this embodiment, the vehicle controller calculates the difference in the rotational speeds of the drive motors, specifically, the rotational speed of the drive motor at the second moment minus the rotational speed of the drive motor at the third moment. Then, the vehicle controller looks up the corresponding slope value based on the stored mapping relationship between the rotational speed difference and the slope value. When the rotational speed difference is positive, it indicates that the rotational speed of the drive motor at the second moment is greater than the rotational speed of the drive motor at the third moment, and the vehicle is currently going uphill; the slope value is positive. When the rotational speed difference is negative, it indicates that the rotational speed of the drive motor at the second moment is less than the rotational speed of the drive motor at the third moment, and the vehicle is currently going downhill; the slope value is negative. Afterwards, step S222 is executed to continue updating the slope value in real time based on the current vehicle status information.

[0086] S221. Based on the difference between the torque of the drive motor at the second moment and the torque of the drive motor at the third moment, and the preset mapping relationship between the torque difference and the slope value, determine the slope value of the road where the vehicle is currently located.

[0087] The sign of the gradient value is the same as the sign of the torque difference; that is, when the torque difference is positive, the gradient value is positive, and when the torque difference is negative, the gradient value is negative. The preset mapping relationship between torque difference and gradient value is a pre-set mapping relationship between the torque difference of the drive motor and the gradient value, stored in the vehicle controller, and used to find the corresponding gradient value based on the torque difference of the drive motor.

[0088] In this embodiment, the vehicle controller calculates the torque difference between the drive motors, specifically the torque of the drive motor at the second moment minus the torque of the drive motor at the third moment. Then, the vehicle controller looks up the corresponding slope value based on the stored mapping relationship between torque differences and slope values. When the torque difference is positive, it indicates that the torque of the drive motor at the second moment is greater than the torque of the drive motor at the third moment, and the vehicle is currently going uphill, with a positive slope value. When the torque difference is negative, it indicates that the torque of the drive motor at the second moment is less than the torque of the drive motor at the third moment, and the vehicle is currently going downhill, with a negative slope value. Afterward, step S222 is executed to continue updating the slope value in real time based on the current vehicle status information.

[0089] S222, Collect the throttle opening at the fourth moment.

[0090] The fourth moment is later than the third moment.

[0091] In this embodiment, after determining the slope of the road where the vehicle is currently located, the slope may change or the driver may perform other operations on the vehicle. Therefore, it is necessary to continue collecting the vehicle's status information to determine whether the slope of the road has changed or whether the driver has performed other operations. The vehicle continues driving for a period of time after the third moment, reaching the fourth moment (i.e., the current moment is the fourth moment). At this time, the vehicle controller obtains the throttle opening at the fourth moment from the first status information.

[0092] S223. Determine whether the change in throttle opening at the fourth moment compared to the throttle opening at the second moment is less than the preset throttle opening change threshold.

[0093] In this embodiment, the vehicle controller calculates the change in throttle opening at the fourth moment compared to the throttle opening at the second moment, i.e., the difference between the throttle opening at the fourth moment and the throttle opening at the second moment, and compares this change with a preset throttle opening change threshold to determine whether the change in throttle opening at the fourth moment compared to the throttle opening at the second moment is less than the preset throttle opening change threshold, so as to determine whether the throttle opening of the current vehicle is stable. If the change in throttle opening at the fourth moment compared to the throttle opening at the second moment is less than the preset throttle opening change threshold, it indicates that the throttle opening of the current vehicle is in a stable state, and the driver has not performed any other operations on the current vehicle. However, the slope of the road where the current vehicle is located may change, and the parameters of the drive motor at the fourth moment may also change compared to the parameters of the drive motor at the third moment. At this time, S224 or S225 is executed to monitor and update the slope value of the road where the current vehicle is located in real time. If the change in throttle opening at the fourth moment compared to the throttle opening at the second moment is greater than or equal to the preset throttle opening change threshold, it indicates that the throttle opening of the current vehicle is in an unstable state, and the driver has performed other operations on the current vehicle. It is necessary to exit the slope recognition logic. At this time, S226 is executed to record the slope value of the road.

[0094] S224. If the change in throttle opening at the fourth moment compared to the throttle opening at the second moment is less than the preset throttle opening change threshold, then based on the difference between the speed of the drive motor at the second moment and the speed of the drive motor at the fourth moment, and the mapping relationship between the speed difference and the slope value, determine the updated slope value of the road where the vehicle is currently located, update the slope value to the updated slope value, and return to execute S222.

[0095] In this embodiment, when the change in throttle opening at the fourth moment compared to the throttle opening at the second moment is less than a preset throttle opening change threshold, the vehicle controller recalculates the slope value of the road where the vehicle is currently located based on the rotational speed of the drive motor. First, the vehicle controller obtains the rotational speed of the drive motor at the fourth moment from the first state information. Next, the vehicle controller calculates the difference between the rotational speed of the drive motor at the second moment and the rotational speed of the drive motor at the fourth moment, i.e., the difference between the rotational speed of the drive motor at the second moment and the rotational speed of the drive motor at the fourth moment. Then, the vehicle controller finds the updated slope value corresponding to the stored mapping relationship between rotational speed difference and slope value. Finally, the slope value determined in S220 is updated to the updated slope value in this step, and S222 is re-executed to continue updating the slope value in real time based on the current vehicle state information.

[0096] S225. If the change in throttle opening at the fourth moment compared to the throttle opening at the second moment is less than the preset throttle opening change threshold, then based on the difference between the torque of the drive motor at the second moment and the torque of the drive motor at the fourth moment, and the mapping relationship between the torque difference and the slope value, determine the updated slope value of the road where the vehicle is currently located, update the slope value to the updated slope value, and return to execute S222.

[0097] In this embodiment, when the change in throttle opening at the fourth moment compared to the throttle opening at the second moment is less than a preset throttle opening change threshold, the vehicle controller recalculates the slope value of the road where the vehicle is currently located based on the torque of the drive motor. First, the vehicle controller obtains the torque of the drive motor at the fourth moment from the first state information. Next, the vehicle controller calculates the difference between the torque of the drive motor at the second moment and the torque of the drive motor at the fourth moment, i.e., the difference between the torque of the drive motor at the second moment and the torque of the drive motor at the fourth moment. Then, the vehicle controller searches for the updated slope value corresponding to the stored mapping relationship between torque difference and slope value. Finally, the slope value determined in S221 is updated to the updated slope value in this step, and S222 is re-executed to continue updating the slope value in real time based on the current vehicle state information.

[0098] S226. If the change in throttle opening at the fourth moment compared to the throttle opening at the second moment is greater than or equal to the preset throttle opening change threshold, then record the slope value.

[0099] In this embodiment, when the change in throttle opening at the fourth moment compared to the throttle opening at the second moment is greater than or equal to a preset throttle opening change threshold, it indicates that the throttle opening of the current vehicle is in an unstable state, and the driver has performed other operations on the current vehicle. At this time, the vehicle controller records the determined slope value and executes S227 to exit the slope recognition control logic.

[0100] S227, Exit ramp identification.

[0101] In this embodiment of the application, if the vehicle controller determines that the first state information of the current vehicle does not meet the judgment conditions of S211, S212, S215, S217 and S218, it indicates that the road where the current vehicle is located is not a slope, and the control logic for slope recognition is exited.

[0102] It should be noted that the process of determining whether the vehicle is currently driving on a slope and the gradient of the road it is on based on the vehicle's initial status information is divided into two scenarios: Scenario 1: Determining whether the vehicle is currently driving on a slope and the gradient of the road it is on based on the change in the speed of the drive motor. Figure 2S210, S212, S213, S215, S216, S217, S219, S220, S222, S223, S224, S226, and S227 describe the process for determining whether the vehicle is currently driving on an incline and the gradient of the road based on changes in vehicle speed. Scenario Two: Determining whether the vehicle is currently driving on an incline and the gradient of the road based on changes in the torque of the drive motor. Figure 2 S211, S212, S214, S215, S216, S218, S219, S221, S222, S223, S225, S226, and S227 describe the process of determining whether the vehicle is currently driving on a slope and the gradient of the road based on torque changes. The execution order of S213 and S214, S217 and S218, S220 and S221, or S224 and S225 is not strictly sequential and can be determined based on the actual situation. This embodiment does not impose a specific limitation on this order.

[0103] The technical solution provided in this embodiment involves the vehicle controller determining whether the vehicle is currently driving on a slope based on the throttle opening, vehicle speed, drive motor speed, and drive motor torque at different times in the vehicle's first state information. When it is determined that the vehicle is driving on a slope, the vehicle controller searches for the mapping relationship between the corresponding speed difference and the slope value, or the mapping relationship between the torque difference and the slope value, based on the changes in the drive motor speed or torque, to determine the slope value of the road where the vehicle is currently located. Subsequently, the vehicle controller collects the throttle opening, drive motor speed, or drive motor torque at a new moment in real time to determine whether the throttle opening of the vehicle is in a stable state, thereby determining whether the slope of the road where the vehicle is currently located has changed and whether the driver has performed other operations on the vehicle, and realizing real-time monitoring and updating of the slope value. In the above technical solution, the vehicle controller identifies whether the current vehicle is on a slope and determines the slope value of the road it is on based on the first state information. This solves the problems of high cost and difficult installation caused by the need to add an additional slope sensor, thereby reducing the cost of identifying slopes and the complexity of calculating the slope value of the road it is on. At the same time, it monitors and updates the slope value of the road it is on in real time, making the slope detection more accurate, thereby improving the safety and reliability of the current vehicle parking on the slope.

[0104] The following further describes a bidirectional slope control method provided by an embodiment of this application. Figure 3 This is a third flowchart illustrating a bidirectional slope control method provided in this application embodiment. This application embodiment is an optimization based on the above embodiments and various optional implementations. Specifically, the optimization involves providing a detailed explanation of the process of determining whether the current vehicle needs to trigger slope control based on its current state information and implementing bidirectional slope control.

[0105] See Figure 3 The method in this embodiment includes, but is not limited to, the following steps:

[0106] S310. Determine whether the throttle opening in the second state information of the current vehicle is equal to zero, and whether the gear in the second state information of the current vehicle is forward or reverse.

[0107] The second status information may include the current throttle opening and gear position of the vehicle. Drive (D) is the gear used when the vehicle is moving forward, and reverse (R) is the gear used when the vehicle is moving backward.

[0108] In this embodiment of the application, after the vehicle controller obtains the second state information of the current vehicle, it determines whether the throttle opening in the second state information of the current vehicle is equal to zero, that is, whether the driver has completely released the accelerator pedal of the current vehicle, and determines whether the gear in the second state information of the current vehicle is forward gear or reverse gear, that is, whether the current vehicle is in a driving state, and whether the driver needs the current vehicle to trigger the hill-start assist. If the throttle opening in the vehicle's second state information is zero, and the gear in the vehicle's second state information is D or R, it indicates that the vehicle is in motion and the driver has released the accelerator pedal, meaning the driver needs to trigger the hill-start assist. In this case, S311 is executed to determine if hill-start assist needs to be triggered. If the throttle opening in the vehicle's second state information is not zero, or the gear in the vehicle's second state information is not forward or reverse, it indicates that the driver has pressed the accelerator pedal and wants to drive the vehicle to continue moving, meaning the driver does not need to trigger hill-start assist. Alternatively, it indicates that the gear is park or neutral, and the vehicle is already stopped, meaning the driver does not need to trigger hill-start assist. In this case, S319 is executed to exit the hill-start assist control logic.

[0109] S311. If the throttle opening in the second state information of the current vehicle is zero, and the gear in the second state information of the current vehicle is forward or reverse, then it is determined that hill-start assist needs to be triggered.

[0110] In this embodiment, when the throttle opening in the second state information of the current vehicle is zero, and the gear in the second state information of the current vehicle is either forward or reverse, it indicates that the driver needs the current vehicle to trigger hill-start assist. At this time, the vehicle controller determines that the current vehicle needs to trigger hill-start assist and begins to control the drive motor to output a certain torque to keep the current vehicle stationary on the slope.

[0111] S312. Obtain the third state information of the current vehicle.

[0112] The third state information includes the rotational speed of the drive motor at the fifth moment and the rotational speed of the drive motor at the sixth moment, wherein the sixth moment is later than the fifth moment.

[0113] In this embodiment of the application, after the vehicle controller controls the current vehicle to stop on the slope, the third state information of the current vehicle is obtained by relying on devices such as the speed sensor of the drive motor.

[0114] S313. Determine if the slope value is greater than zero.

[0115] In this embodiment, the vehicle controller determines whether the slope value of the road where the vehicle is currently located, recorded in S226, is greater than zero. If the slope value is greater than zero, it indicates that the road where the vehicle is currently located is an uphill section, and the uphill parking control logic is entered, executing S314; if the slope value is less than zero, it indicates that the road where the vehicle is currently located is a downhill section, and the downhill parking control logic is entered, executing S315.

[0116] S314. Determine whether the speed of the drive motor at the fifth moment has passed zero.

[0117] In this embodiment, after the vehicle controller determines that the current vehicle is on an uphill section and enters the uphill parking control logic, it determines whether the speed of the drive motor at the fifth moment has passed zero, that is, whether the current vehicle has a tendency to roll backward after controlling the current vehicle to park on the uphill. If the speed of the drive motor at the fifth moment has passed zero, it indicates that the current vehicle has a tendency to roll backward, and at this time, S316 is executed to control the current vehicle to park on the uphill; if the speed of the drive motor at the fifth moment has not passed zero, it indicates that the current vehicle does not have a tendency to roll backward, and the parking function has been achieved, and at this time, S319 is executed to exit the parking control logic.

[0118] Optionally, the third state information includes the rotational speed of the drive motor at the seventh moment. It should be noted that the seventh moment is not sequentially related to the fifth moment.

[0119] S315. Determine whether the rate of change of the drive motor speed at the seventh moment compared to the drive motor speed in the second state information is less than a preset rate of change threshold.

[0120] The rate of change of the drive motor's rotational speed is the amount of change in the drive motor's rotational speed per unit time. The preset rate of change threshold is a pre-set threshold value used to determine whether the current rate of change of the vehicle's drive motor's rotational speed is below a certain value. Users can set this rate of change threshold according to their actual needs; this embodiment does not impose specific limitations on it.

[0121] In this embodiment, after the vehicle controller determines that the current vehicle is on a downhill section and enters the downhill parking control logic, the vehicle controller first obtains the rotational speed of the drive motor at the seventh moment in the third state information, then calculates the change in the rotational speed of the drive motor at the seventh moment per unit time between the rotational speed of the drive motor at the seventh moment and the rotational speed of the drive motor in the second state information, i.e., the rate of change. Finally, the rate of change is compared with a preset rate of change threshold to determine whether the rate of change is less than the preset rate of change threshold. If the rate of change is less than the preset rate of change threshold, it indicates that after releasing the accelerator pedal and triggering the downhill parking logic, the current vehicle's drive motor speed decreases to a certain value due to the coasting energy recovery effect and then no longer decreases significantly, and the vehicle speed will also change accordingly. At this time, S317 is executed to control the current vehicle to park on the slope. If the rate of change is greater than or equal to the preset rate of change threshold, it indicates that after releasing the accelerator pedal and triggering the downhill parking logic, the current vehicle's drive motor speed does not decrease to a certain value due to the coasting energy recovery effect and then no longer decreases significantly, and the parking function has been achieved. At this time, S319 is executed to exit the parking control logic.

[0122] S316. If the slope value is greater than zero, and the speed of the drive motor at the fifth moment passes through zero, then based on the speed of the drive motor at the sixth moment, perform proportional-integral-derivative PID control to determine the requested torque of the drive motor of the current vehicle.

[0123] The requested torque of the current vehicle's drive motor is used to control the drive motor's speed to zero, which can also be understood as controlling the current vehicle's speed to zero, thus maintaining the vehicle's parking position. Proportional-Integral-Derivative (PID) control refers to using the given value and the actual output value to form a control deviation, and then linearly combining the deviation proportionally, integrally, and derivatively to form a control quantity to control the controlled object. In this application, the PID control is integrated into the vehicle controller.

[0124] In this embodiment, when the gradient is greater than zero and the speed of the drive motor at the fifth moment passes zero, it indicates that the vehicle is currently in an uphill parking state and has a tendency to roll backward. At this time, the vehicle controller needs to determine the required torque of the drive motor to maintain the parking state based on the speed of the drive motor at the current moment (i.e., the sixth moment). First, the vehicle controller obtains the speed of the drive motor at the sixth moment from the third state information. Then, it calculates the absolute value of the difference between the speed of the drive motor at the sixth moment and the speed at zero, i.e., the deviation value between the speed of the drive motor at the sixth moment and the speed at zero. Finally, this deviation value is input into the PID control, and the required torque of the drive motor to maintain the parking state is calculated based on the deviation value to keep the vehicle in the parking state. After that, S318 is executed.

[0125] S317. If the slope value is less than zero, and the rate of change of the drive motor speed at the seventh moment relative to the drive motor speed in the second state information is less than a preset rate of change threshold, then PID control is performed based on the drive motor speed at the seventh moment to determine the requested torque of the current vehicle's drive motor.

[0126] The requested torque of the current vehicle's drive motor is used to control the drive motor's speed to zero.

[0127] In this embodiment, when the slope value is less than zero, and the rate of change of the drive motor speed at the seventh moment compared to the drive motor speed in the second state information is less than a preset rate of change threshold, it indicates that the vehicle is currently in a downhill parking state, and the drive motor speed decreases to a certain value and then no longer decreases significantly. At this time, the vehicle controller needs to determine the requested torque of the drive motor required for the vehicle to maintain the parking state based on the drive motor speed at the seventh moment. First, the absolute value of the difference between the drive motor speed at the seventh moment and the speed at zero is calculated, i.e., the deviation value between the drive motor speed at the seventh moment and the speed at zero. Then, this deviation value is input into the PID control, and the requested torque of the drive motor required for the vehicle to maintain the parking state is calculated based on the deviation value, so that the vehicle can maintain the parking state. After that, S318 is executed.

[0128] S318 controls the drive motor to output the requested torque to achieve bidirectional parking.

[0129] In this embodiment, after the requested torque of the drive motor is determined by PID control, the vehicle controller controls the drive motor to output the requested torque, so that the speed of the drive motor of the current vehicle is zero, that is, the speed of the current vehicle is zero, thereby realizing the bidirectional hill-holding function. That is, when the slope value is positive, uphill hill-holding control is realized, and when the slope value is negative, downhill hill-holding control is realized.

[0130] S319, Exit from Zhupo.

[0131] It should be noted that there is no obvious order of execution between S314 and S315 or between S316 and S317. The execution order can be determined according to the actual situation. This embodiment does not make any specific restrictions on this.

[0132] The technical solution provided in this embodiment involves the vehicle controller determining whether the vehicle needs to trigger hill-holding based on the throttle opening and current gear information. After determining that the vehicle needs to trigger hill-holding, the controller determines whether the vehicle is hill-holding uphill or downhill based on the sign of the slope value and controls the vehicle to perform hill-holding. When the vehicle is in the control logic for hill-holding uphill and the speed of the drive motor has passed zero, it indicates that the vehicle has a tendency to roll backward. Alternatively, when the vehicle is in the control logic for hill-holding downhill and the rate of change of the speed of the drive motor is lower than a preset rate of change threshold, it indicates that the speed of the drive motor will decrease to a certain value due to the recovery of coasting energy and will no longer decrease significantly. At this time, PID control is performed based on the deviation between the speed of the drive motor and the speed at zero to determine the requested torque of the drive motor required for the vehicle to maintain the hill-holding state and control the drive motor to output the requested torque, thereby realizing the bidirectional hill-holding function. In the above technical solution, the system determines whether the vehicle needs to trigger hill-holding and the required torque of the drive motor for hill-holding based on the current vehicle status information, without considering whether the vehicle is in D or R gear. This satisfies the user's need to achieve hill-holding downhill in D gear or hill-holding uphill in R gear, thereby improving the user experience of using wheeled electric engineering vehicles. At the same time, PID control is performed based on the deviation between the drive motor speed and zero speed to determine the required torque of the drive motor for the vehicle to maintain hill-holding, improving the calculation efficiency of controlling the vehicle to achieve hill-holding and making the implementation of bidirectional hill-holding function simpler, thereby reducing the complexity of implementing bidirectional hill-holding.

[0133] The following further describes a bidirectional slope control method provided by an embodiment of this application. Figure 4 This is a fourth flowchart illustrating a bidirectional slope control method provided in this application embodiment. This application embodiment is an optimization based on the above embodiments and various optional implementations. Specifically, the optimization involves providing a detailed explanation of the process of real-time monitoring of the slope-holding function of the drive motor after it achieves bidirectional slope-holding, and the process of using hydraulic braking to achieve slope-holding.

[0134] See Figure 4 The method in this embodiment includes, but is not limited to, the following steps:

[0135] S410. Collect the current vehicle's fourth status information.

[0136] The fourth state information refers to the vehicle controller's acquisition of current vehicle information using devices such as the accelerator pedal opening sensor, drive motor sensors, and brake pedal opening sensor. For example, the fourth state information may include the current vehicle's accelerator pedal opening, drive motor parameters, and brake pedal opening. It should be noted that the fourth state information comes after the third state information; at this point, the vehicle controller has already controlled the vehicle's drive motor to output the requested torque, and the vehicle is in a parking state.

[0137] In this embodiment, the vehicle controller obtains the fourth state information of the current vehicle by means of devices such as the accelerator pedal opening sensor, the drive motor sensor, and the brake pedal opening sensor.

[0138] S411. Determine whether the throttle opening in the fourth state information is not zero, and whether the output torque of the drive motor in the fourth state information is less than the requested torque.

[0139] The output torque of the drive motor is the torque output by the drive motor of the current vehicle controlled by the vehicle controller. The requested torque is the requested torque of the drive motor determined by the vehicle controller through PID control in S316 or S317.

[0140] In this embodiment of the application, after the vehicle controller obtains the fourth state information of the current vehicle, it determines whether the throttle opening in the fourth state information is not zero, and determines whether the output torque of the drive motor in the fourth state information is less than the requested torque. If the throttle opening in the fourth state information is not zero, and the output torque of the drive motor in the fourth state information is less than the requested torque, it indicates that the driver pressed the accelerator pedal after the current vehicle has achieved parking on the slope. However, the output torque of the drive motor is insufficient to change the current vehicle's parking state, that is, the output torque of the drive motor is insufficient to change the current vehicle from parking to driving. At this time, the driver may have accidentally pressed the accelerator pedal and did not want to change the current vehicle's parking state. Therefore, S413 is executed to determine whether the current speed of the drive motor is equal to zero. If the throttle opening in the fourth state information is not zero, and the output torque of the drive motor in the fourth state information is greater than or equal to the requested torque, it indicates that the driver pressed the accelerator pedal after the current vehicle has achieved parking on the slope, and the output torque of the drive motor can change the current vehicle's parking state, that is, the output torque of the drive motor can change the current vehicle from parking to driving. At this time, the driver wants to drive the current vehicle to continue driving, achieving uphill or downhill. Therefore, S412 is executed to exit the parking state and restore the current vehicle to driving.

[0141] S412, Exit the station.

[0142] In this embodiment of the application, when the throttle opening in the fourth state information is not zero, and the output torque of the drive motor in the fourth state information is greater than or equal to the requested torque, the vehicle controller controls the current vehicle to continue uphill or downhill and exit the parking state.

[0143] S413. Determine whether the speed of the drive motor in the fourth state information is equal to zero.

[0144] In this embodiment, when the throttle opening in the fourth state information is not zero, and the output torque of the drive motor in the fourth state information is less than the requested torque, it indicates that the driver may have accidentally pressed the accelerator pedal and does not intend to change the current parking state of the vehicle. At this time, the vehicle controller determines whether the speed of the drive motor in the fourth state information is equal to zero. If the speed of the drive motor in the fourth state information is not equal to zero, it indicates that the requested torque of the drive motor required for the current vehicle to maintain the parking state has changed. At this time, S414 is executed to determine the requested torque of the drive motor so that the current vehicle continues to maintain the parking state. If the speed of the drive motor in the fourth state information is equal to zero, it indicates that the requested torque of the drive motor required for the current vehicle to maintain the parking state has not changed, and PID control is not required. At this time, S415 is executed to determine whether the brake pedal triggers braking.

[0145] S414. Based on the speed of the drive motor in the fourth state information, perform proportional-integral-derivative PID control to determine the requested torque of the current vehicle's drive motor and control the drive motor to output the requested torque.

[0146] In this embodiment, when the speed of the drive motor in the fourth state information is not equal to zero, it indicates that the requested torque of the drive motor required for the vehicle to maintain its parking position has changed. At this time, the vehicle controller needs to perform PID control to determine the requested torque of the drive motor. First, the vehicle controller calculates the absolute value of the difference between the speed of the drive motor in the fourth state information and the speed at zero, that is, the deviation value between the speed of the drive motor at the sixth time point and the speed at zero. Then, this deviation value is input into the PID control, and the requested torque of the drive motor required for the vehicle to maintain its parking position is calculated based on the deviation value. Finally, the drive motor is controlled to output the requested torque so that the vehicle can maintain its parking position.

[0147] S415. Determine whether the brake pedal in the fourth state information triggers braking.

[0148] In this embodiment, after obtaining the fourth state information of the current vehicle, the vehicle controller determines whether the opening of the brake pedal in the fourth state information is greater than zero, that is, whether the brake pedal in the fourth state information has triggered braking. If the brake pedal in the fourth state information has triggered braking, it indicates that the driver wants the hydraulic brakes to intervene in hill-climbing and to disengage the drive motor from hill-climbing, and S417 is executed at this time; if the brake pedal in the fourth state information has not triggered braking, it indicates that the driver does not intend for the hydraulic brakes to intervene in hill-climbing, and S416 is executed at this time to determine whether there is a risk of drive motor failure.

[0149] S416. If the throttle opening in the fourth state information is not zero, the output torque of the drive motor in the fourth state information is less than the requested torque, the speed of the drive motor in the fourth state information is equal to zero, and the brake pedal in the fourth state information does not trigger braking, then determine whether there is a risk of failure of the drive motor.

[0150] Furthermore, the operating temperature of the drive motor is collected; if the operating temperature of the drive motor is greater than the preset temperature threshold, it is determined that the drive motor is at risk of failure.

[0151] The operating temperature refers to the temperature of the drive motor detected during its operation. For example, the vehicle controller can detect the temperature of the Insulated Gate Bipolar Transistor (IGBT) in the drive motor to reflect the drive motor's operating temperature. The preset temperature threshold is a pre-set temperature threshold used to determine whether the drive motor's operating temperature has reached a point where it is about to fail. Users can adjust and set this temperature threshold according to actual needs; this embodiment does not impose specific limitations on it.

[0152] In this embodiment, when the throttle opening in the fourth state information is not zero, the output torque of the drive motor in the fourth state information is less than the requested torque, the speed of the drive motor in the fourth state information is zero, and the brake pedal in the fourth state information does not trigger braking, it indicates that the current vehicle is in a state where the drive motor maintains a parking position. However, as the parking position is maintained for longer, the drive motor may fail. At this time, the vehicle controller determines whether the current vehicle's drive motor is at risk of failure. That is, the vehicle controller obtains the operating temperature of the drive motor in the fourth state information and compares it with a preset temperature threshold to determine whether the operating temperature of the drive motor is greater than the preset temperature threshold. If the operating temperature of the drive motor is higher than the preset temperature threshold, it indicates that the operating temperature of the drive motor is too high and there is a risk of drive motor failure. That is, the current vehicle's function of maintaining parking on the slope using the drive motor will fail, and the current vehicle will roll backward or forward, which will pose a safety hazard to the driver. At this time, S417 is executed to activate the hydraulic brakes to maintain parking on the slope. If the operating temperature of the drive motor is less than or equal to the preset temperature threshold, it indicates that there is no risk of drive motor failure and the current vehicle's function of maintaining parking on the slope using the drive motor will not fail. However, as the operating temperature of the drive motor increases, the output torque of the drive motor will also decrease. At this time, S414 is executed to perform PID control to maintain the current vehicle in the parking state.

[0153] S417. If it is determined that there is a risk of failure of the drive motor, the hydraulic brake output initial hydraulic braking force is controlled and the initial hydraulic braking force is increased until the hydraulic brake outputs the target hydraulic braking force.

[0154] Hydraulic braking refers to braking where the energy required to generate braking force is provided by a hydraulic system. The target hydraulic braking force is used to bring the current vehicle speed to zero.

[0155] In this embodiment of the application, when it is determined that there is a risk of failure of the drive motor, the vehicle controller controls the hydraulic brake to intervene, thereby replacing the drive motor to realize the function of parking on the slope. That is, the hydraulic brake is controlled to output an initial braking force and gradually increase the initial braking force until the initial braking force can keep the current vehicle speed at zero, which can also be understood as keeping the current vehicle in a parking state. At this time, the initial braking force has been increased to the target braking force.

[0156] S418. During the process of increasing the initial hydraulic braking force, determine whether the increased initial hydraulic braking force is greater than the preset hydraulic braking force threshold.

[0157] The preset hydraulic braking force threshold is used to determine whether the hydraulic braking force output by the hydraulic brake has reached the braking force required to keep the current vehicle in a parking state. Users can adjust and set this hydraulic braking force threshold according to actual needs, but this embodiment does not make specific limitations on it.

[0158] In this embodiment, during the increase of the initial hydraulic braking force, the vehicle controller uses a hydraulic brake pressure sensor to detect the initial braking force in real time and compares the increased initial hydraulic braking force with a preset hydraulic braking force threshold to determine whether the increased initial hydraulic braking force is greater than the preset hydraulic braking force threshold. If the increased initial hydraulic braking force is greater than the preset hydraulic braking force threshold, it indicates that the hydraulic braking force output by the hydraulic brake is sufficient to maintain the current vehicle in a parking state. At this time, S419 is executed to exit the drive motor parking function. If the increased initial hydraulic braking force is less than or equal to the preset hydraulic braking force threshold, it indicates that the hydraulic braking force output by the hydraulic brake is insufficient to maintain the current vehicle in a parking state. At this time, S417 is executed again to continue increasing the initial braking force output by the hydraulic brake.

[0159] S419. If, during the process of increasing the initial hydraulic braking force, it is determined that the increased initial hydraulic braking force is greater than the preset hydraulic braking force threshold, then the output torque of the drive motor is controlled to be zero.

[0160] In this embodiment of the application, when it is determined that the increased initial hydraulic braking force is greater than the preset hydraulic braking force threshold during the process of increasing the initial hydraulic braking force, it indicates that the hydraulic braking can achieve the hill-holding function, and the drive motor can exit the hill-holding function. At this time, the vehicle controller controls the output torque of the drive motor to be zero so that the drive motor no longer works.

[0161] S420: Collect the fifth status information of the current vehicle.

[0162] The fifth state information is the current vehicle information obtained by the vehicle controller using devices such as the accelerator pedal opening sensor. For example, the fifth state information may include the current accelerator pedal opening. It should be noted that the fifth state information comes after the fourth state information.

[0163] In this embodiment of the application, the vehicle controller obtains the fifth state information of the current vehicle by relying on devices such as the accelerator pedal opening sensor.

[0164] S421. Determine whether the throttle opening in the fifth state information is greater than zero.

[0165] In this embodiment, the vehicle controller determines whether the throttle opening in the fifth state information is greater than zero. If the throttle opening in the fifth state information is greater than zero, it indicates that the driver has pressed the accelerator pedal and intends to change the current parking state of the vehicle to the driving state. At this time, S422 is executed to disengage the hydraulic brake. If the throttle opening in the fifth state information is not greater than zero, it indicates that the driver has not performed any other operation on the current vehicle and still wants to maintain the parking state. At this time, S417 is executed to continue to maintain the hydraulic brake.

[0166] S422. If the throttle opening in the fifth state information is greater than zero, then the hydraulic braking force controlling the hydraulic brake output is zero.

[0167] In this embodiment of the application, when the throttle opening in the fifth state information is greater than zero, it indicates that the driver wants to change the current parking state of the vehicle and wants to drive the current vehicle to continue driving. At this time, the hydraulic braking force output by the vehicle controller is zero, and the hydraulic braking is disengaged to maintain the parking state.

[0168] The technical solution provided in this embodiment involves the vehicle controller determining whether the driver intends to exit the hill-holding state based on the current throttle opening and drive motor torque. When the driver does not intend to exit the hill-holding state, the vehicle controller determines whether the vehicle is trending backward or forward based on the drive motor speed. If the vehicle is trending backward, PID control is used to dynamically adjust the output torque of the drive motor to maintain the hill-holding state, avoiding potential dangers caused by the backward movement and ensuring the driver's safety. Simultaneously, the vehicle controller monitors the operating temperature of the drive motor in real time to determine if there is a risk of drive motor failure. When there is a risk of drive motor failure, the vehicle controller controls the hydraulic brake to output hydraulic braking force to achieve hill-holding, ensuring that the vehicle can maintain hill-holding for an extended period. This significantly reduces safety issues caused by drive motor failure during hill-holding, improves the reliability of the bidirectional hill-holding function, and reduces the risk of vehicle damage.

[0169] Figure 5 This is a schematic diagram of the structure of a two-way slope control device provided in an embodiment of this application, as shown below. Figure 5 As shown, the bidirectional slope control device may include:

[0170] The slope determination module 510 is used to determine the slope value of the road where the vehicle is located when the vehicle is determined to be in a slope driving state based on the first state information of the current vehicle.

[0171] The information acquisition module 520 is used to acquire the third status information of the current vehicle when it is determined that parking on the slope needs to be triggered based on the second status information of the current vehicle.

[0172] The second state information is the information of the current vehicle obtained after the slope value is determined;

[0173] The slope control module 530 is used to determine the requested torque of the current vehicle's drive motor based on the current vehicle's third state information and slope value, and control the drive motor to output the requested torque to achieve bidirectional slope parking.

[0174] Optionally, the first state information includes: the throttle opening at the first moment, the vehicle speed at the second moment, the throttle opening at the third moment, and the parameters of the drive motor at the third moment, wherein the first moment is earlier than the second moment, and the second moment is earlier than the third moment. Regarding determining whether the current vehicle is in a slope driving state based on the first state information of the current vehicle, the slope determination module 510 is specifically used for: if the throttle opening at the first moment in the first state information meets a first preset condition, then based on the vehicle speed at the second moment, determining whether the change in vehicle speed at the second moment compared to the vehicle speed within a first preset time period before the second moment is less than a preset vehicle speed change threshold; if it is determined that the change in vehicle speed at the second moment compared to the vehicle speed within the first preset time period before the second moment is less than the preset vehicle speed change threshold, then determining the throttle opening at the second moment and the parameters of the drive motor at the second moment; if the change in throttle opening at the third moment compared to the throttle opening at the second moment is less than the preset throttle opening change threshold, then based on the parameters of the drive motor at the third moment and the parameters of the drive motor at the second moment, determining whether the current vehicle is in a slope driving state.

[0175] Optionally, the first preset condition includes: the throttle opening at the first moment in the first state information is less than the first preset throttle opening threshold, and the parameters of the drive motor include: the rotational speed of the drive motor. In determining whether the vehicle is currently driving on a slope based on the vehicle's first state information, the slope determination module 510 is further configured to: if the change in throttle opening at the third moment compared to the throttle opening at the second moment is less than a preset throttle opening change threshold, and the throttle opening at the third moment is less than a second preset throttle opening threshold, then determine whether the absolute value of the change in the speed of the drive motor at the third moment and the speed of the drive motor at the second moment is greater than a preset speed difference threshold, whether the duration during which the throttle opening remains unchanged at the third moment is greater than a second preset duration, and whether the speed of the drive motor at the third moment changes monotonically compared to the speed of the drive motor at the second moment; if it is determined that the absolute value of the change in the speed of the drive motor at the third moment and the speed of the drive motor at the second moment is greater than the preset speed difference threshold, the duration during which the throttle opening remains unchanged at the third moment is greater than or equal to the second preset duration, and the speed of the drive motor at the third moment changes monotonically compared to the speed of the drive motor at the second moment, then determine that the vehicle is currently driving on a slope.

[0176] Optionally, the first preset condition includes: the throttle opening at the first moment in the first state information is greater than the third preset throttle opening threshold, and the parameters of the drive motor include: the torque of the drive motor. In determining whether the vehicle is currently driving on a slope based on the vehicle's first state information, the slope determination module 510 is further configured to: if the change in throttle opening at the third moment compared to the throttle opening at the second moment is less than a preset throttle opening change threshold, and the throttle opening at the third moment is greater than or equal to the second preset throttle opening threshold, then determine whether the absolute value of the change in torque of the drive motor at the third moment and the absolute value of the change in torque of the drive motor at the second moment are within the slope recognition limit range, whether the duration during which the throttle opening remains unchanged at the third moment is less than a third preset duration, and whether the torque of the drive motor at the third moment changes monotonically compared to the torque of the drive motor at the second moment; if it is determined that the absolute value of the change in torque of the drive motor at the third moment and the absolute value of the change in torque of the drive motor at the second moment are within the slope recognition limit range, the duration during which the throttle opening remains unchanged at the third moment is less than the third preset duration, and the torque of the drive motor at the third moment changes monotonically compared to the torque of the drive motor at the second moment, then determine that the vehicle is currently driving on a slope.

[0177] Optionally, in determining the slope value of the road where the vehicle is currently located, the slope determination module 510 is specifically used to: determine the slope value of the road where the vehicle is currently located based on the difference between the rotational speed of the drive motor at the second moment and the rotational speed of the drive motor at the third moment, and a preset mapping relationship between the rotational speed difference and the slope value; wherein the sign of the slope value is the same as the sign of the rotational speed difference; collect the throttle opening at the fourth moment; wherein the fourth moment is later than the third moment; if the change in the throttle opening at the fourth moment compared to the throttle opening at the second moment is less than a preset throttle opening change threshold, then based on the difference between the rotational speed of the drive motor at the second moment and the rotational speed of the drive motor at the fourth moment, and the mapping relationship between the rotational speed difference and the slope value, determine the updated slope value of the road where the vehicle is currently located, update the slope value to the updated slope value, and return to execute the step of "collecting the throttle opening at the fourth moment"; if the change in the throttle opening at the fourth moment compared to the throttle opening at the second moment is greater than or equal to the preset throttle opening change threshold, then record the slope value.

[0178] Optionally, in determining the slope value of the road where the vehicle is currently located, the slope determination module 510 is further specifically used to: determine the slope value of the road where the vehicle is currently located based on the difference between the torque of the drive motor at the second moment and the torque of the drive motor at the third moment, and a preset mapping relationship between the torque difference and the slope value; wherein the sign of the slope value is the same as the sign of the torque difference; collect the throttle opening at the fourth moment; wherein the fourth moment is later than the third moment; if the change in the throttle opening at the fourth moment compared to the throttle opening at the second moment is less than a preset throttle opening change threshold, then based on the difference between the torque of the drive motor at the second moment and the torque of the drive motor at the fourth moment, and the mapping relationship between the torque difference and the slope value, determine the updated slope value of the road where the vehicle is currently located, update the slope value to the updated slope value, and return to execute the step of "collecting the throttle opening at the fourth moment"; if the change in the throttle opening at the fourth moment compared to the throttle opening at the second moment is greater than or equal to the preset throttle opening change threshold, then record the slope value.

[0179] Optionally, in determining whether to trigger hill-start assist based on the current vehicle's second state information, the information acquisition module 520 is specifically used to: determine whether to trigger hill-start assist if the throttle opening in the current vehicle's second state information is zero and the gear in the current vehicle's second state information is forward or reverse.

[0180] Optionally, the third state information includes the rotational speed of the drive motor at the fifth moment and the rotational speed of the drive motor at the sixth moment, wherein the sixth moment is later than the fifth moment. In determining the requested torque of the drive motor of the current vehicle based on the third state information of the current vehicle and the slope value, the hill-start assist module 530 is specifically configured to: if the slope value is greater than zero, and the rotational speed of the drive motor at the fifth moment has passed zero, then perform proportional-integral-derivative PID control based on the rotational speed of the drive motor at the sixth moment to determine the requested torque of the drive motor of the current vehicle; wherein the requested torque of the drive motor of the current vehicle is used to control the rotational speed of the drive motor to zero.

[0181] Optionally, the third state information includes the rotational speed of the drive motor at the seventh moment. In determining the requested torque of the drive motor of the current vehicle based on the third state information and the slope value, the hill-start assist module 530 is further configured to: if the slope value is less than zero, and the rate of change of the drive motor rotational speed at the seventh moment relative to the drive motor rotational speed in the second state information is less than a preset rate of change threshold, then perform PID control based on the drive motor rotational speed at the seventh moment to determine the requested torque of the drive motor of the current vehicle; wherein the requested torque of the drive motor of the current vehicle is used to control the drive motor rotational speed to zero.

[0182] Optionally, the device further includes: a hydraulic braking module, used to collect the fourth state information of the current vehicle after controlling the drive motor to output the requested torque; if the throttle opening in the fourth state information is not zero, the output torque of the drive motor in the fourth state information is less than the requested torque, the speed of the drive motor in the fourth state information is equal to zero, and the brake pedal in the fourth state information does not trigger braking, then it is determined whether there is a risk of failure of the drive motor; if it is determined that there is a risk of failure of the drive motor, then the hydraulic brake is controlled to output an initial hydraulic braking force and the initial hydraulic braking force is increased until the hydraulic brake outputs a target hydraulic braking force; wherein, the target hydraulic braking force is used to make the current vehicle speed zero; if it is determined that the increased initial hydraulic braking force is greater than a preset hydraulic braking force threshold during the process of increasing the initial hydraulic braking force, then the output torque of the drive motor is controlled to be zero.

[0183] The hydraulic braking module is specifically used to: collect the operating temperature of the drive motor; if the operating temperature of the drive motor is greater than a preset temperature threshold, it is determined that the drive motor is at risk of failure.

[0184] The hydraulic braking module is also specifically used for: if it is determined that there is a risk of failure of the drive motor, controlling the hydraulic braking to output an initial hydraulic braking force and increasing the initial hydraulic braking force until the hydraulic braking outputs a target hydraulic braking force, and then collecting the fifth state information of the current vehicle; if the throttle opening in the fifth state information is greater than zero, controlling the hydraulic braking output to be zero.

[0185] The bidirectional slope control device provided in this embodiment can be applied to the bidirectional slope control method provided in any of the above embodiments, and has the corresponding functions and beneficial effects.

[0186] Figure 6 This is a schematic diagram of a wheeled electric engineering vehicle used to implement a bidirectional slope control method according to an embodiment of this application. The wheeled electric engineering vehicle 10 is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The wheeled electric engineering vehicle 10 can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the application described and / or claimed herein.

[0187] like Figure 6As shown, the wheeled electric engineering vehicle 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 and a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer programs stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the wheeled electric engineering vehicle 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0188] Multiple components in the wheeled electric engineering vehicle 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a disk, optical disk, etc.; and a communication unit 19, such as a network card, modem, wireless transceiver, etc. The communication unit 19 allows the wheeled electric engineering vehicle 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0189] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the bidirectional stabilization control method.

[0190] In some embodiments, the bidirectional slope control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on the wheeled electric engineering vehicle 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the bidirectional slope control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the bidirectional slope control method by any other suitable means (e.g., by means of firmware).

[0191] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0192] Computer programs used to implement the methods of this application may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0193] In the context of this application, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium can be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, 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 of the foregoing.

[0194] To provide user interaction, the systems and technologies described herein can be implemented on wheeled electric engineering vehicles, which include: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the wheeled electric engineering vehicle. Other types of devices can also be used to provide user interaction; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0195] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0196] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0197] Note that the above are merely preferred embodiments and technical principles applied in this application. Those skilled in the art will understand that this application is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of this application. For example, those skilled in the art can use the various forms of processes shown above to reorder, add, or delete steps; the steps described in this application can be executed in parallel, sequentially, or in different orders, as long as the desired results of the technical solution of this application can be achieved, and no limitations are imposed herein.

[0198] The specific embodiments described above do not constitute a limitation on the scope of protection of this application. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A two-way slope control method, characterized in that, Applied to wheeled electric engineering vehicles, the method includes: When it is determined that the current vehicle is in a slope driving state based on the first state information of the current vehicle, the slope value of the road where the current vehicle is located is determined. When it is determined that parking on a slope needs to be triggered based on the second state information of the current vehicle, the third state information of the current vehicle is obtained; wherein, the second state information is the information of the current vehicle obtained after determining the slope value; Based on the third state information of the current vehicle and the slope value, the requested torque of the current vehicle's drive motor is determined, and the drive motor is controlled to output the requested torque to achieve bidirectional hill-climbing. The first state information includes the throttle opening at a first moment, the vehicle speed at a second moment, the throttle opening at a third moment, and the parameters of the drive motor at the third moment. The first moment is earlier than the second moment, and the second moment is earlier than the third moment. Determining whether the current vehicle is in a slope driving state based on the first state information includes: if the throttle opening at the first moment in the first state information meets a first preset condition, and the change in vehicle speed at the second moment compared to the vehicle speed within a first preset time period before the second moment is less than a preset vehicle speed change threshold, then the throttle opening at the second moment and the parameters of the drive motor at the second moment are determined; if the change in throttle opening at the third moment compared to the throttle opening at the second moment is less than a preset throttle opening change threshold, then based on the parameters of the drive motor at the third moment and the parameters of the drive motor at the second moment, it is determined whether the current vehicle is in a slope driving state. The first preset condition includes that the throttle opening at the first moment in the first state information is less than the first preset throttle opening threshold; the parameters of the drive motor include the rotational speed of the drive motor; if the change in the throttle opening at the third moment compared to the throttle opening at the second moment is less than the preset throttle opening change threshold, then based on the parameters of the drive motor at the third moment and the parameters of the drive motor at the second moment, it is determined whether the current vehicle is in a slope driving state, including: if the change in the throttle opening at the third moment compared to the throttle opening at the second moment is less than the preset throttle opening change threshold, the throttle opening at the third moment is less than the second preset throttle opening threshold, the absolute value of the change in the rotational speed of the drive motor at the third moment and the rotational speed of the drive motor at the second moment is greater than the preset speed difference threshold, the duration for which the throttle opening remains unchanged at the third moment is greater than the second preset duration, and the rotational speed of the drive motor at the third moment changes monotonically compared to the rotational speed of the drive motor at the second moment, then it is determined that the current vehicle is in a slope driving state; Determining the slope value of the road where the current vehicle is located includes: determining the slope value of the road where the current vehicle is located based on the difference between the rotational speed of the drive motor at the second moment and the rotational speed of the drive motor at the third moment, and a preset mapping relationship between the rotational speed difference and the slope value; wherein the sign of the slope value is the same as the sign of the rotational speed difference.

2. The bidirectional slope control method according to claim 1, characterized in that, The first preset condition includes: the throttle opening at the first moment in the first state information is greater than the third preset throttle opening threshold; the parameters of the drive motor include: the torque of the drive motor; If the change in throttle opening at the third moment compared to the change in throttle opening at the second moment is less than a preset throttle opening change threshold, then based on the parameters of the drive motor at the third moment and the parameters of the drive motor at the second moment, it is determined whether the current vehicle is in a slope driving state, including: If the change in throttle opening at the third moment is less than the change in throttle opening at the second moment, and the throttle opening at the third moment is greater than or equal to the second preset throttle opening threshold, then it is determined whether the absolute value of the change in torque of the drive motor at the third moment and the change in torque of the drive motor at the second moment is within the slope recognition limit range, whether the duration for which the throttle opening remains unchanged at the third moment is less than the third preset duration, and whether the torque of the drive motor at the third moment changes monotonically compared to the torque of the drive motor at the second moment. If it is determined that the absolute values ​​of the changes in the torque of the drive motor at the third moment and the torque of the drive motor at the second moment are within the slope recognition limit range, the duration for which the throttle opening remains unchanged at the third moment is less than the third preset duration, and the torque of the drive motor at the third moment changes monotonically compared to the torque of the drive motor at the second moment, then it is determined that the current vehicle is in the slope driving state.

3. The bidirectional slope control method according to claim 1, characterized in that, After determining the slope value of the road where the current vehicle is located, the method further includes: The throttle opening is collected at the fourth moment; wherein the fourth moment is later than the third moment. If the change in throttle opening at the fourth moment compared to the change in throttle opening at the second moment is less than the preset throttle opening change threshold, then based on the difference between the rotational speed of the drive motor at the second moment and the rotational speed of the drive motor at the fourth moment, and the mapping relationship between the rotational speed difference and the slope value, the updated slope value of the road where the current vehicle is located is determined, the slope value is updated to the updated slope value, and the process returns to the step of "collecting the throttle opening at the fourth moment"; If the change in throttle opening at the fourth moment compared to the change in throttle opening at the second moment is greater than or equal to the preset throttle opening change threshold, then the slope value is recorded.

4. The bidirectional slope control method according to claim 2, characterized in that, Determining the slope of the road where the current vehicle is located includes: The slope of the road where the vehicle is currently located is determined based on the difference between the torque of the drive motor at the second moment and the torque of the drive motor at the third moment, and a preset mapping relationship between the torque difference and the slope value; wherein the sign of the slope value is the same as the sign of the torque difference. The throttle opening is collected at the fourth moment; wherein the fourth moment is later than the third moment. If the change in throttle opening at the fourth moment compared to the change in throttle opening at the second moment is less than the preset throttle opening change threshold, then based on the difference between the torque of the drive motor at the second moment and the torque of the drive motor at the fourth moment, and the mapping relationship between the torque difference and the slope value, the updated slope value of the road where the current vehicle is located is determined, the slope value is updated to the updated slope value, and the process returns to the step of "collecting the throttle opening at the fourth moment"; If the change in throttle opening at the fourth moment compared to the change in throttle opening at the second moment is greater than or equal to the preset throttle opening change threshold, then the slope value is recorded.

5. The bidirectional slope control method according to claim 1, characterized in that, The step of determining whether to trigger hill-start assist based on the second state information of the current vehicle includes: If the throttle opening in the second state information of the current vehicle is zero, and the gear in the second state information of the current vehicle is forward or reverse, then it is determined that hill-start assist needs to be triggered.

6. The bidirectional slope control method according to claim 5, characterized in that, The third state information includes: the rotational speed of the drive motor at the fifth moment and the rotational speed of the drive motor at the sixth moment, wherein the sixth moment is later than the fifth moment; Determining the requested torque of the drive motor of the current vehicle based on the third state information of the current vehicle and the slope value includes: If the slope value is greater than zero, and the speed of the drive motor at the fifth moment passes through zero, then proportional-integral-derivative PID control is performed based on the speed of the drive motor at the sixth moment to determine the requested torque of the drive motor of the current vehicle; wherein, the requested torque of the drive motor of the current vehicle is used to control the speed of the drive motor to zero.

7. The bidirectional slope control method according to claim 5, characterized in that, The third state information includes: the rotational speed of the drive motor at the seventh moment; Determining the requested torque of the drive motor of the current vehicle based on the third state information of the current vehicle and the slope value includes: If the slope value is less than zero, and the rate of change of the drive motor speed at the seventh moment relative to the drive motor speed in the second state information is less than a preset rate of change threshold, then PID control is performed based on the drive motor speed at the seventh moment to determine the requested torque of the current vehicle's drive motor; wherein, the requested torque of the current vehicle's drive motor is used to control the drive motor speed to zero.

8. The bidirectional slope control method according to claim 5, characterized in that, After controlling the drive motor to output the requested torque, the method further includes: Collect the fourth state information of the current vehicle; If the throttle opening in the fourth state information is not zero, the output torque of the drive motor in the fourth state information is less than the requested torque, the speed of the drive motor in the fourth state information is equal to zero, and the brake pedal in the fourth state information does not trigger braking, then it is determined whether the drive motor has a risk of failure. If it is determined that the drive motor has a risk of failure, the hydraulic brake is controlled to output an initial hydraulic braking force and the initial hydraulic braking force is increased until the hydraulic brake outputs a target hydraulic braking force; wherein, the target hydraulic braking force is used to make the current vehicle speed zero. If, during the process of increasing the initial hydraulic braking force, it is determined that the increased initial hydraulic braking force is greater than a preset hydraulic braking force threshold, then the output torque of the drive motor is controlled to be zero.

9. The bidirectional slope control method according to claim 8, characterized in that, The determination of whether the drive motor has a failure risk includes: The operating temperature of the drive motor is collected; If the operating temperature of the drive motor is greater than a preset temperature threshold, it is determined that the drive motor is at risk of failure.

10. The bidirectional slope control method according to claim 8, characterized in that, If it is determined that the drive motor has a failure risk, the method further includes controlling the hydraulic brake to output an initial hydraulic braking force and increasing the initial hydraulic braking force until the hydraulic brake outputs a target hydraulic braking force. Collect the fifth status information of the current vehicle; If the throttle opening in the fifth state information is greater than zero, then the hydraulic braking force output by the hydraulic brake is zero.

11. A bidirectional slope control device, characterized in that, The device, applicable to wheeled electric engineering vehicles, includes: The slope determination module is used to determine the slope value of the road where the current vehicle is located when the current vehicle is determined to be in a slope driving state based on the first state information of the current vehicle. The information acquisition module is used to acquire the third state information of the current vehicle when it is determined that parking on a slope needs to be triggered based on the second state information of the current vehicle; wherein, the second state information is the information of the current vehicle obtained after determining the slope value; The slope control module is used to determine the requested torque of the drive motor of the current vehicle based on the third state information of the current vehicle and the slope value, and control the drive motor to output the requested torque to achieve bidirectional slope parking; The first state information includes the throttle opening at the first moment, the vehicle speed at the second moment, the throttle opening at the third moment, and the parameters of the drive motor at the third moment. The first moment is earlier than the second moment, and the second moment is earlier than the third moment. The slope determination module is specifically used to: if the throttle opening at the first moment in the first state information meets a first preset condition, and the change in vehicle speed at the second moment compared to the vehicle speed of the current vehicle within a first preset time period before the second moment is less than a preset vehicle speed change threshold, then determine the throttle opening at the second moment and the parameters of the drive motor at the second moment; if the change in throttle opening at the third moment compared to the throttle opening at the second moment is less than a preset throttle opening change threshold, then determine whether the current vehicle is in a slope driving state based on the parameters of the drive motor at the third moment and the parameters of the drive motor at the second moment. The first preset condition includes the throttle opening at the first moment in the first state information being less than the first preset throttle opening threshold; the parameters of the drive motor include the speed of the drive motor; the slope determination module is further specifically used to: if the change in the throttle opening at the third moment compared to the throttle opening at the second moment is less than the preset throttle opening change threshold, the throttle opening at the third moment is less than the second preset throttle opening threshold, the absolute value of the change in the speed of the drive motor at the third moment and the speed of the drive motor at the second moment is greater than the preset speed difference threshold, the duration for which the throttle opening remains unchanged at the third moment is greater than the second preset duration, and the speed of the drive motor at the third moment changes monotonically compared to the speed of the drive motor at the second moment, then it is determined that the current vehicle is in a slope driving state; The slope determination module is also specifically used to: determine the slope value of the road where the current vehicle is located based on the difference between the rotational speed of the drive motor at the second moment and the rotational speed of the drive motor at the third moment, and a preset mapping relationship between the rotational speed difference and the slope value; wherein the sign of the slope value is the same as the sign of the rotational speed difference.

12. A wheeled electric engineering vehicle, characterized in that, The wheeled electric engineering vehicles include: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the bidirectional slope control method according to any one of claims 1 to 10.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the bidirectional slope control method according to any one of claims 1 to 10.

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