Method and system for preventing hill descent control

Abstract

The application provides a method and system for anti-slip control. The method is applied to an anti-slip control system, and the anti-slip control system comprises a first motor and a second motor, and the first motor and the second motor are coaxially connected in series. The method comprises the following steps: after determining that a vehicle meets a hill-hold condition, controlling the first motor to enter a zero-speed control mode and controlling the second motor to enter a torque control mode; and after determining that the vehicle meets an exit hill-hold condition, controlling the first motor to be adjusted from the zero-speed control mode to the torque control mode. The method improves the anti-slip effect and improves the hill-hold safety.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a method and system for preventing runaway. Background Technology

[0002] With the development of society and the economy, new energy vehicles are gradually becoming the trend in automobile development. The anti-rollback function of a vehicle is a short-term safety protection measure triggered when the vehicle is driving on a slope and the brakes are not applied in time, causing the vehicle to roll backward.

[0003] Currently, when implementing anti-rollover control for vehicles with dual-motor drive systems of Automated Mechanical Transmission (AMT), the parking brake system controller controls the wheel speed through a direct-drive single motor to achieve the anti-rollover function.

[0004] However, when using a direct-drive single motor to achieve anti-rollover control, the anti-rollover effect may be poor or even fail when the vehicle is fully loaded or when the slope is steep, and the danger of parking on a slope remains high. Summary of the Invention

[0005] This application provides a method and system for preventing landslides, which solves the problem of poor landslide prevention in the prior art.

[0006] In a first aspect, this application provides a method for preventing landslides, applied to a landslide prevention control system. The landslide prevention control system includes a first motor and a second motor, which are connected in series coaxially. The method includes:

[0007] After confirming that the vehicle meets the parking conditions, control the first motor to enter the zero-speed control mode and control the second motor to enter the torque control mode.

[0008] Once it is determined that the vehicle meets the conditions for exiting the hillside, the control of the first motor is adjusted from zero-speed control mode to torque control mode.

[0009] Optionally, the second motor is controlled to enter torque control mode, specifically including:

[0010] Real-time monitoring of shaft speed;

[0011] When the shaft speed fluctuation exceeds the preset value, the active damping function of the second motor is activated;

[0012] After confirming that the vehicle meets the conditions for exiting the hillside parking area, the following also applies:

[0013] Turn off the active damping function.

[0014] Optionally, the first motor is controlled to enter a zero-speed control mode, specifically including:

[0015] The speed of the first motor is controlled to be zero, and speed compensation is performed when the speed of the first motor is not zero.

[0016] Optionally, determine if the vehicle meets the parking conditions, specifically including:

[0017] Monitor vehicle status, including handbrake signal, accelerator pedal opening, brake pedal opening, gear signal, first motor speed, second motor speed, motor running direction matching with desired direction, and vehicle fault level.

[0018] The following conditions must be met simultaneously to determine that the vehicle meets the parking requirements;

[0019] The conditions include: no handbrake signal is received, the accelerator pedal opening and brake pedal opening are less than or equal to the initial amount of the vehicle signal being valid, the forward or reverse gear signal is valid, the absolute value of the first motor speed is greater than or equal to the preset speed, the motor running direction is opposite to the desired direction, and the fault level of the first motor and the vehicle is not level three.

[0020] Optionally, determine if the vehicle meets the conditions for exiting the parking slope, specifically including:

[0021] Monitor vehicle status, including handbrake signal, accelerator pedal opening, brake pedal opening, gear signal, requested torque, parking torque, and vehicle fault level.

[0022] The vehicle is deemed to meet the exit conditions for parking on the slope when any of the following conditions are met;

[0023] The conditions include: the handbrake signal is valid, the brake signal is valid or the brake pedal opening is greater than the preset brake opening value, the neutral signal is valid, the accelerator signal is valid and the requested torque is greater than the parking torque, the parking time reaches the preset duration, and the fault level of the first motor or vehicle is level three.

[0024] Secondly, this application provides an anti-slip slope control system, including a first motor, a first motor microcontroller unit, a second motor, a second motor microcontroller unit, a gearbox, and a gearbox controller. The first motor and the second motor are connected in series on the same axis, and the first motor is connected to the gearbox.

[0025] The transmission controller is used to issue a first control mode command and a first anti-slip flag after determining that the vehicle meets the parking conditions.

[0026] The first motor microcontroller unit is used to control the first motor to enter the zero-speed control mode according to the first control mode command;

[0027] The second motor microcontroller unit is used to control the second motor to enter torque control mode according to the first control mode command and the first anti-slip flag.

[0028] Optionally, the transmission controller is also used to issue a second control mode command and a second anti-slip flag after determining that the vehicle meets the exit conditions for parking on the slope.

[0029] The first motor microcontroller unit is also used to control the first motor to switch from zero speed control mode to torque control mode according to the second control mode command.

[0030] Optionally, the second motor microcontroller unit is also used to monitor the shaft speed in real time after controlling the second motor to enter the torque control mode;

[0031] When the shaft speed fluctuation exceeds the preset value, the active damping function of the second motor is activated;

[0032] Once the vehicle meets the conditions for exiting the hillside, turn off the active damping function.

[0033] Optionally, the first motor microcontroller unit is also used to control the first motor to enter the zero-speed control mode, control the speed of the first motor to be zero, and perform speed compensation when the speed of the first motor is not zero.

[0034] Optionally, the gearbox controller is also used to determine whether the first motor microcontroller and the second motor microcontroller have been set according to the initial enable and control mode instructions.

[0035] The anti-slippage control method and system provided in this application improve the anti-slippage effect by controlling two motors in the anti-slippage control system to enter zero-speed control mode and torque control mode respectively. This ensures that the two coaxially connected motors can meet the torque requirements under full-load or steep slope conditions, thereby improving the anti-slippage effect. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 A schematic diagram of a slope prevention scenario provided in an embodiment of this application;

[0038] Figure 2 A flowchart illustrating a slope control method according to an embodiment of this application;

[0039] Figure 3 This is a schematic diagram of the structure of an anti-slippage control system provided in one embodiment of this application;

[0040] Figure 4Signaling interaction diagram of a slope prevention control method provided in an embodiment of this application;

[0041] Figure 5 This is a signaling interaction diagram of another anti-slide control method provided in an embodiment of this application. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions 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, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0043] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be used interchangeably where appropriate. For example, without departing from the scope of this document, first information may also be referred to as second information, and similarly, second information may also be referred to as first information.

[0044] It should be understood that the terms “comprising” or “including” indicate the presence of features, steps, operations, elements, components, items, kinds, and / or groups, but do not exclude the presence, occurrence, or addition of one or more other features, steps, operations, elements, components, items, kinds, and / or groups.

[0045] The terms “or” and “and / or” as used herein are interpreted as inclusive, or mean any one or any combination thereof. Thus, “A, B, and / or C” means “any one of: A; B; C; A and B; A and C; B and C; A, B, and C.” Exceptions to this definition occur only when the combination of elements, functions, steps, or operations is inherently mutually exclusive in some way, or, as expressly denied herein.

[0046] With the development of society and the economy, new energy vehicles are gradually becoming the trend in automotive development. The anti-rollback function is a short-term safety protection measure triggered when a vehicle rolls backward if the brakes are not applied in time while driving on a slope. The anti-rollback function allows the vehicle to stop automatically, giving the driver sufficient reaction time to apply the brakes, engage the handbrake, or accelerate to continue driving.

[0047] Currently, anti-rollback control in pure electric vehicles is typically achieved by briefly activating the drive motor. Different electric drive system structures lead to variations in anti-rollback control schemes. Among them, the AMT dual-motor drive system usually uses a direct-drive single motor to control the automatic transmission (AM) motor to zero speed or fluctuate around zero speed, thereby achieving hill-climbing.

[0048] However, when the vehicle is fully loaded or on a steep slope, the stall torque controlled by a single motor for hill-start assist may not be sufficient to meet the vehicle's hill-start torque requirements, leading to a decrease or even failure of the anti-rollover function and posing a danger to the vehicle while hill-start assist. Furthermore, distributed dual-motor drive systems require high precision in controlling motor torque during hill-start assist. Uneven torque distribution or low control precision between the two motors can cause vehicle vibration and reduced smoothness in preventing rollover.

[0049] To address the aforementioned issues, this application proposes an anti-rollback control method and system. The anti-rollback control method of this application involves an anti-rollback control system that, when parking on a slope, controls two coaxially connected motors to perform closed-loop speed control and closed-loop torque control respectively. This ensures the stall torque requirement under full vehicle load or steep slope conditions. Furthermore, the torque closed-loop control prevents the vehicle vibration problem that easily occurs in distributed dual-motor drive systems during anti-rollback control, resulting in higher anti-rollback control effectiveness and improved vehicle parking safety on slopes.

[0050] The technical solutions of this application will be described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0051] Figure 1 This illustration shows a scenario diagram illustrating an anti-slip slope protection method according to an embodiment of this application. Figure 1 As shown, when a vehicle is parked on a slope, the vehicle's drive system activates an anti-rollover function to prevent the vehicle from rolling backward. However, if the stall torque is less than the torque required for parking on the slope, the vehicle will roll backward, and the anti-rollover function will fail.

[0052] Figure 2 A flowchart illustrating an embodiment of a slope-prevention control method provided in this application is shown. Figure 2 As shown, with the anti-slip control system as the main implementer, the method in this embodiment may include the following steps:

[0053] S101. After confirming that the vehicle meets the parking conditions, control the first motor to enter the zero-speed control mode and control the second motor to enter the torque control mode.

[0054] In this embodiment, the anti-slip slope control system includes a first motor and a second motor, which are coaxially connected in series. Figure 3 As shown, taking the AMT dual-motor drive system as an example, the AM motor is connected to the AMT gearbox and then coaxially connected to the direct drive motor (Torque motor, TM). In driving mode, the torque coupling between the AM and TM motors increases vehicle power.

[0055] When stationary on a slope, the first motor enters a zero-speed mode, meaning its speed is infinitely close to zero. In other words, the target speed is zero, with slight fluctuations around this level. As long as the speed is less than a preset threshold, the first motor's speed is considered zero. When the speed exceeds the preset threshold, the control system can provide motor speed compensation, bringing the first motor's speed closer to zero, thus achieving closed-loop speed control.

[0056] Optionally, during the process of preventing slippage through closed-loop speed control, the gear can be locked to first gear, which is a high speed ratio state. The stall torque provided in this way is more likely to meet the requirements of the stall torque.

[0057] When the second motor enters torque control mode, it means that the target value of the motor torque meets the parking torque requirement of the vehicle, and the actual torque value of the motor approaches the target value. When the difference between the actual torque value and the target value is greater than a preset threshold, the control system can provide motor torque compensation so that the actual torque value of the motor meets the parking torque requirement, thereby realizing torque closed-loop control.

[0058] S102. After confirming that the vehicle meets the conditions for exiting the hillside, control the first motor to switch from zero speed control mode to torque control mode.

[0059] Specifically, when exiting the parking slope, the first motor is adjusted to torque control mode, allowing the vehicle to start on the slope.

[0060] The anti-rollback control method provided in this embodiment improves the vehicle's anti-rollback effect by controlling the first motor to perform closed-loop speed control and the second motor to perform closed-loop torque control when the vehicle is stationary on a slope. This provides stall torque and optimizes anti-shake performance while stationary on a slope.

[0061] Figure 3 This is a schematic diagram of a slope-prevention control system provided in one embodiment of this application. Figure 3As shown, the anti-slip control system can be an AMT dual-motor drive system, which includes a coaxial series AMT dual-motor system, a first motor microcontroller unit (MCU1), a second motor microcontroller unit (MCU2), a transmission control unit (TCU), a vehicle control unit (VCU), a power battery, and a battery management system (BMS).

[0062] The AMT dual-motor system includes an AM motor and a TM motor. MCU1 is used to control the AM motor, which is the first motor, and MCU2 is used to control the TM motor, which is the second motor.

[0063] The TCU (Transmission Control Unit) manages transmission gear positions and distributes torque in real-time based on vehicle torque requests issued by the VCU (Vehicle Control Unit), thereby ensuring automatic gear control and efficient drive of the dual-motor system during vehicle operation. MCU1 and MCU2 receive the requested torque from the TCU and obtain drive or electric braking torque through vector control of the drive motors. The BMS (Battery Management System) manages battery information and, in conjunction with parameters such as the battery's current State of Charge (SOC), temperature, and voltage, issues real-time information such as allowable charging and discharging power values. The VCU identifies vehicle throttle and braking signals and, in conjunction with the allowable charging and discharging power values ​​issued by the BMS, converts these signals into corresponding requested torque.

[0064] Figure 4 This is a signaling interaction diagram of a slope-prevention control method provided in one embodiment of this application. Figure 3 Based on the anti-slip slope control system, such as Figure 4 As shown, the anti-slip slope control method of this embodiment may include the following steps:

[0065] S201 and TCU confirm that the vehicle meets the requirements for parking on a slope.

[0066] Optionally, the TCU can acquire vehicle status data via the bus, such as handbrake signal, accelerator pedal opening, brake pedal opening, gear signal, first motor speed, second motor speed, motor running direction matching with the desired direction, and vehicle fault level.

[0067] The TCU determines whether the vehicle meets the requirements for parking on a slope based on the above vehicle status data.

[0068] Specifically, a vehicle can be considered to meet the parking conditions only if the following conditions are met simultaneously.

[0069] The conditions include: no handbrake signal is received, the accelerator pedal opening and brake pedal opening are less than or equal to the initial amount of the vehicle signal being valid, the forward or reverse gear signal is valid, the absolute value of the first motor speed is greater than or equal to the preset speed, the motor running direction is opposite to the desired direction, and the fault level of the first motor and the vehicle is not level three.

[0070] The failure to receive a handbrake signal could be due to the driver not engaging the handbrake or a vehicle system malfunction, causing the handbrake signal to be ineffective.

[0071] The initial quantity of a valid vehicle signal refers to the initial quantity of a valid vehicle signal by default, including the initial quantity of the accelerator pedal opening, the initial quantity of the brake pedal opening, etc.

[0072] The preset speed can be calibrated based on the required backward or forward roll distance of the vehicle. That is, after setting the allowable roll distance, the upper limit of the first motor's speed when stationary on a slope can be calculated, and the preset speed can be set. It should be understood here that the first and second motors are coaxially connected in series. In this embodiment, the speed of the first motor, the speed of the second motor, or both motors can be monitored simultaneously. The preset speeds of the two motors can be set to the same value.

[0073] To determine whether the motor's running direction is opposite to the desired direction, you can check the motor's speed. For example, if the motor speed is negative in forward gear and positive in reverse gear, it is considered that the motor's running direction is opposite to the desired direction.

[0074] It should be understood that in the fault classification system, Level 1 and Level 2 are relatively minor, while Level 3 is a serious fault. When implementing anti-slip control, it is essential to ensure that neither the primary motor nor the entire vehicle is subject to Level 3 faults.

[0075] S202 and TCU issue the first control mode command and the first anti-slippage flag.

[0076] The information sent by the TCU can be transmitted to the Controller Area Network (CAN) bus, allowing other units in the control system to obtain the information via the bus. In other words, the TCU communicates with other units via the CAN bus.

[0077] The first anti-slip marker is used to notify other units in the control system that the vehicle has entered the anti-slip control mode.

[0078] The first control mode command may include a speed command for the first motor and a torque command for the second motor. For example, the command may set the speed of the first motor to zero.

[0079] S2031 and MCU1 control the first motor to enter the zero-speed control mode according to the first control mode instruction.

[0080] Specifically, MCU1 obtains the first control mode instruction via the bus and, based on the speed instruction for the first motor, controls the first motor to enter a zero-speed control mode. The zero-speed control mode can be referenced in... Figure 2 The descriptions in the embodiments are for reference only and will not be repeated here.

[0081] S2032 and MCU2 control the second motor to enter torque control mode according to the first control mode command and the first anti-slip flag.

[0082] Specifically, MCU2 obtains the first control mode command and the first anti-rollback flag bit through the bus. Based on the first control mode command and the first anti-rollback flag bit, it can determine that the vehicle has entered the anti-rollback control mode. At this time, the second motor is controlled to enter the torque control mode according to the torque command of the second motor in the first control mode command.

[0083] In torque control mode, MCU2 can also monitor shaft speed in real time and control the second motor to perform torque compensation when the shaft speed fluctuation exceeds the preset speed threshold.

[0084] In this embodiment, steps S2031 and S2032 are not limited by the described order of actions. Steps S2031 and S2032 can be performed in other orders or simultaneously.

[0085] S204 and TCU confirm that the vehicle meets the conditions for exiting the hillside.

[0086] Alternatively, the TCU still acquires vehicle status data via the bus, such as handbrake signal, accelerator pedal opening, brake pedal opening, gear signal, requested torque, hill-start assist torque, and vehicle fault level.

[0087] The TCU determines whether the vehicle meets the conditions for exiting the hillside based on the above vehicle status data.

[0088] Specifically, a vehicle can be considered to meet the exit conditions for parking on a slope when any one of the following conditions is met.

[0089] The conditions include: the handbrake signal is valid, the brake signal is valid, the brake pedal opening is greater than the preset brake opening value, the neutral signal is valid, the accelerator signal is valid and the requested torque is greater than the parking torque, the parking time reaches the preset duration, and the fault level of the first motor or vehicle is level three.

[0090] Specifically, the preset brake opening value can be obtained based on the vehicle's condition calibration; for example, it can be set to 25-30% based on experience.

[0091] The preset duration of the hill-climbing time can be determined after evaluating the motor, electronic control hardware, and over-temperature capability.

[0092] S205 and TCU issue the second control mode command and the second anti-slippage flag.

[0093] It is understandable that the TCU sends the second control mode command and the second anti-slip flag to the bus so that other units in the control system can obtain the information through the bus.

[0094] In this embodiment, the second anti-slippage flag is used to notify other units in the control system that the vehicle has exited the anti-slippage control mode.

[0095] The second control mode command may include the mode command for the first motor and the mode command for the second motor.

[0096] S2061 and MCU1 control the first motor to switch from zero-speed control mode to torque control mode according to the second control mode instruction.

[0097] Specifically, MCU1 can obtain the second control mode instruction through the bus, determine the vehicle to exit the anti-slip control mode based on the second control mode instruction, and execute the second control mode instruction.

[0098] S2062 and MCU2 control the second motor to exit the anti-slip mode according to the second control mode command and the second anti-slip flag.

[0099] Specifically, MCU2 determines that the vehicle has exited the anti-slip control mode by using the second control mode command and the second anti-slip flag, and then executes the second control mode command to control the second motor to exit the anti-slip mode.

[0100] In this embodiment, steps S2061 and S2062 are not limited by the described order of actions. Steps S2061 and S2062 can be performed in other orders or simultaneously.

[0101] The anti-rollback control method provided in this embodiment is applied to an AMT dual-motor drive system. In this system, when the TCU determines that the vehicle meets the parking conditions, it issues a first control mode command and a first anti-rollback flag, causing MCU1 to control the AM motor for speed closed-loop control and MCU2 to control the TM motor for torque closed-loop control. When the TCU determines that the vehicle meets the parking conditions, it issues a second control mode command and a second anti-rollback flag, causing MCU1 and MCU2 to control the motors to exit the parking mode. In this method, the two motors work together to perform anti-rollback control, which can provide parking torque and optimize parking vibration, resulting in better anti-rollback performance.

[0102] Figure 5This is a signaling interaction diagram of another anti-slope control method provided in an embodiment of this application. (See diagram below.) Figure 5 As shown, the anti-slide control method in this embodiment may include the following steps:

[0103] In the S301 anti-slip control system, TCU, MCU1, and MCU2 are all in the initialization state.

[0104] The initialization state refers to the state in which each control unit performs a self-test without faults after the vehicle is powered on at low voltage, and there are no level 3 faults after the vehicle is powered on at high voltage.

[0105] S302 and TCU issue initial enable and control mode commands.

[0106] The initial enable and control mode instructions are the initial switching states and initial control modes of MCU1 and MCU2.

[0107] S3031 and MCU1 determine whether they have received the initial enable and control mode instructions. If received, they set the corresponding enable and mode bits according to the instructions and feed the setting results back to the TCU.

[0108] S3032 and MCU2 determine whether they have received the initial enable and control mode instructions. If received, they set the corresponding enable and mode bits according to the instructions and feed the setting results back to the TCU.

[0109] In this embodiment, steps S3031 and S3032 are not limited by the described order of actions. Steps S3031 and S3032 can be performed in other orders or simultaneously.

[0110] Based on the feedback results and the initial enable and control mode instructions, S304 and TCU determine whether MCU1 and MCU2 execute according to the instructions.

[0111] S305 and TCU determine whether the vehicle meets the requirements for parking on a slope.

[0112] If the condition is met, proceed to step S306. If the condition is not met, the TCU will repeat the judgment process of S305, or the TCU will exit this loop process after receiving information about a change in vehicle status.

[0113] S306 and TCU issue the first control mode command and the first anti-slip flag.

[0114] S3071 and MCU1 determine whether they have received a first control mode command. If they have, they control the first motor to enter zero-speed control mode.

[0115] Steps S305, S306, and S3071 are respectively with Figure 4The implementation methods of steps S201, S202, and S2031 in the embodiments are similar, and will not be repeated here.

[0116] S3072 and MCU2 determine whether they have received the first control mode command and the first anti-slip flag. If they have, they control the second motor to enter torque control mode.

[0117] Specifically, MCU2 can monitor the shaft speed in real time. When the shaft speed fluctuation exceeds a preset value, MCU2 activates the active damping function of the second motor to provide torque compensation.

[0118] Optionally, the MCU2 can also monitor the anti-slip mode flag in real time, and monitor the axle speed in real time after the vehicle enters the anti-slip control mode. When the speed fluctuation is greater than the preset axle speed, the active damping function is triggered to perform corresponding torque compensation, thereby controlling the output speed to be stable and further improving the smoothness of parking on the slope.

[0119] Among them, the preset axle speed can be determined based on the overall vehicle status, and the upper limit of the axle speed can be used as the preset axle speed.

[0120] During torque compensation, a whole-vehicle vibration model can be established to identify mechanical resonance characteristics in real time and change the motor torque characteristics to suppress vibration.

[0121] In this embodiment, steps S3071 and S3072 are not limited by the described order of actions. Steps S3071 and S3072 can be performed in other orders or simultaneously.

[0122] S308 and TCU send a request for hill-hold torque signal and monitor the vehicle status in real time.

[0123] The TCU can send signals to the bus, and MCU1 and MCU2 can receive the signals and obtain driving or electric braking torque by driving the motor through vector control.

[0124] S309 and TCU determine whether the vehicle meets the conditions for exiting the hillside.

[0125] The TCU can use the data obtained from monitoring the vehicle status in step S308 to determine whether the vehicle meets the exit conditions for parking on the slope. The exit conditions for parking on the slope are similar to those in the previous embodiments and will not be described again here.

[0126] S310 and TCU issue the second control mode command and the second anti-slippage flag.

[0127] S3111 and MCU1 determine whether they have received a second control mode command. If so, they control the first motor to switch to torque control mode.

[0128] S3112 and MCU2 determine whether they have received the second control mode command and the second anti-slip flag. If received, they control the second motor to exit the anti-slip mode and disable the active damping function.

[0129] Steps S3111 and S3112 are not limited to the described order of actions; steps S3111 and S3112 can be performed in other orders or simultaneously.

[0130] The anti-rollback control method provided in this embodiment, in the vehicle anti-rollback control mode, provides parking torque through AM motor speed closed-loop control, which can ensure the stall torque requirements under full vehicle load and steep slope conditions, thereby achieving anti-rollback. By monitoring the axle speed status of the TM motor in real time and providing torque compensation in a timely manner, i.e., torque compensation through torque closed-loop control, anti-vibration optimization is achieved, which improves the overall anti-rollback effect, reduces vehicle parking vibration, and improves vehicle parking safety.

[0131] It should be understood that although the steps in the flowcharts of the above embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some of the steps in the figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0132] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0133] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A method for preventing landslides, characterized in that, The method is applied to a slope prevention control system, which includes a first motor and a second motor, the first motor and the second motor being coaxially connected in series; the method includes: After determining that the vehicle meets the parking conditions, control the first motor to enter the zero-speed control mode and control the second motor to enter the torque control mode. After confirming that the vehicle meets the conditions for exiting the hillside, the first motor is controlled to switch from zero speed control mode to torque control mode. Controlling the second motor to enter torque control mode specifically includes: Real-time monitoring of shaft speed; When the shaft speed fluctuation exceeds a preset value, the active damping function of the second motor is activated; After confirming that the vehicle meets the conditions for exiting the hillside parking area, the following also applies: The active damping function is turned off.

2. The slope stabilization control method according to claim 1, characterized in that, Controlling the first motor to enter zero-speed control mode specifically includes: The speed of the first motor is controlled to be zero, and speed compensation is performed when the speed of the first motor is not zero.

3. The slope stabilization control method according to claim 1 or 2, characterized in that, Determine if the vehicle meets the requirements for parking on a slope, specifically including: The vehicle status is monitored, including handbrake signal, accelerator pedal opening, brake pedal opening, gear signal, first motor speed, second motor speed, motor running direction matching with the desired direction, and vehicle fault level. The following conditions must be met simultaneously to determine that the vehicle meets the parking requirements; The conditions include: no handbrake signal is received, the accelerator pedal opening and brake pedal opening are less than or equal to the initial amount of the vehicle signal being valid, the forward or reverse gear signal is valid, the absolute value of the first motor speed is greater than or equal to the preset speed, the motor running direction is opposite to the desired direction, and the fault level of the first motor and the vehicle is not level three.

4. The slope stabilization control method according to claim 1 or 2, characterized in that, Determine if the vehicle meets the conditions for exiting the parking area, specifically including: Monitor vehicle status, which includes handbrake signal, accelerator pedal opening, brake pedal opening, gear signal, requested torque, parking torque, and vehicle fault level. The vehicle is deemed to meet the exit conditions for parking on the slope when any of the following conditions are met; The conditions include: the handbrake signal is valid, the brake signal is valid or the brake pedal opening is greater than the preset brake opening value, the neutral signal is valid, the accelerator signal is valid and the requested torque is greater than the parking torque, the parking time reaches the preset duration, and the fault level of the first motor or vehicle is level three.

5. A slope-prevention control system, characterized in that, The anti-slippage control system includes a first motor, a first motor microcontroller unit, a second motor, a second motor microcontroller unit, a gearbox, and a gearbox controller. The first motor and the second motor are connected in series on the same axis, and the first motor is connected to the gearbox. The transmission controller is used to issue a first control mode command and a first anti-slippage flag after determining that the vehicle meets the parking conditions. The first motor microcontroller unit is used to control the first motor to enter the zero-speed control mode according to the first control mode command; The second motor microcontroller unit is used to control the second motor to enter torque control mode according to the first control mode command and the first anti-slip flag. The second motor microcontroller unit is also used to monitor the shaft speed in real time after controlling the second motor to enter the torque control mode; When the shaft speed fluctuation exceeds a preset value, the active damping function of the second motor is activated; Once it is determined that the vehicle meets the conditions for exiting the hill, the active damping function is turned off.

6. The anti-slippage control system according to claim 5, characterized in that, The transmission controller is also used to issue a second control mode command and a second anti-slip flag after determining that the vehicle meets the exit conditions for parking on the slope. The first motor microcontroller unit is also used to control the first motor to switch from zero-speed control mode to torque control mode according to the second control mode command.

7. The anti-slip slope control system according to claim 5, characterized in that, The first motor microcontroller unit is also used to control the first motor to enter the zero-speed control mode, control the speed of the first motor to be zero, and perform speed compensation when the speed of the first motor is not zero.

8. The anti-slip slope control system according to any one of claims 5-7, characterized in that, The gearbox controller is further configured to determine that the first motor microcontroller and the second motor microcontroller have been set according to the initial enable and control mode instructions.

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