Vehicle auxiliary hill-holding control method, vehicle controller, vehicle, medium and product

Abstract

The present invention discloses a vehicle assisted hill-holding control method, a vehicle controller, a vehicle, a medium and a product, the method comprising: obtaining the current driving data of the vehicle; when the driving data meets the set assisted hill-holding condition, determining the current assisted hill-holding mode according to the driving data; determining the current preload torque of the vehicle according to the determined assisted hill-holding mode and the driving data, and sending it to the motor controller of the vehicle, so that the motor controller performs torque output according to the preload torque, and the preload torque is used to eliminate the displacement of the vehicle on the road that violates the driver's intention based on its gravity in the current hill-holding state. Through the above method, the present invention provides the vehicle with the function of automatically parking the vehicle to prevent rolling down the slope when the driver releases the accelerator pedal or the brake pedal on different slopes, improves the driving experience, improves the safety of the vehicle, and solves the problem of the vehicle producing non-driver-intentioned movement under the influence of gravity when the vehicle starts and stops on a sloping road.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle assisted hill-holding control method, a vehicle controller, a vehicle, a medium and a product. Background Art

[0002] With the increasing pressure from energy crisis, global warming and environmental pollution, the development of electric vehicles has attracted much attention from the world's automotive industry. At the same time, the requirements for the safety and reliability of vehicles are becoming increasingly higher. Parking brake technology is a technology that can effectively prevent vehicles from stopping and starting on a slope, preventing them from moving under the influence of gravity without the driver's intention.

[0003] In the related art, a clutch semi-clutch control method is usually used to prevent the vehicle from sliding down a slope; or a handbrake is used to trigger the hydraulic system to clamp the axle.

[0004] However, the method of using a semi-clutch control method to prevent the vehicle from sliding down a slope has high operational requirements on the driver, who needs to make judgments and operations on different slopes and vehicle loads, which is quite difficult. The method of using a handbrake to trigger the hydraulic system to tighten the axle to prevent sliding down a slope requires manual operation, which inevitably results in a time difference and cannot completely prevent sliding down a slope. Summary of the invention

[0005] The purpose of the present invention is to provide a vehicle assisted hill-holding control method, a vehicle controller, a vehicle, a medium and a product, which can effectively prevent the vehicle from slipping on a slope.

[0006] To achieve the above object, the present invention provides the following solutions:

[0007] In a first aspect, the present invention provides a vehicle assisted hill-holding control method, the vehicle assisted hill-holding control method comprising:

[0008] Acquire the current driving data of the vehicle, where the driving data indicates the current driving state of the vehicle and the slope state of the road on which the vehicle is currently located;

[0009] When the driving data meets the set auxiliary hill-holding condition, the current auxiliary hill-holding mode is determined according to the driving data, and the auxiliary hill-holding mode includes an uphill parking mode, a downhill parking mode, an uphill start-up hill-holding mode, and a downhill start-up hill-holding mode;

[0010] The current preload torque of the vehicle is determined according to the determined auxiliary hill-holding mode and the driving data, and is sent to the motor controller of the vehicle, so that the motor controller executes torque output according to the preload torque. The preload torque is used to eliminate the displacement of the vehicle on the road that is contrary to the driver's intention and is caused by its gravity in the current state.

[0011] Optionally, in the vehicle assisted hill-holding control method provided by the present invention, the driving data includes current vehicle state data of the vehicle and a slope value of the road.

[0012] Then, determining the current preload torque of the vehicle according to the determined auxiliary hill-holding mode and the driving data includes:

[0013] Determine the basic slope-holding moment of the vehicle according to the slope value and the weight of the vehicle, wherein the basic slope-holding moment represents the moment that causes the vehicle to move along the slope against the driver's intention due to the gravity of the vehicle;

[0014] The preload torque is determined according to the basic hill-holding torque and the vehicle status data.

[0015] Optionally, in the vehicle assisted hill-holding control method provided by the present invention, the vehicle state data includes an accelerator pedal opening value and a motor speed value, and when the determined assisted hill-holding mode is an uphill or downhill parking hill-holding mode, determining the preload torque according to the basic hill-holding torque and the vehicle state data includes:

[0016] When the opening value of the accelerator pedal is not zero, determining the current driving torque of the vehicle according to the opening value of the accelerator pedal;

[0017] If the driving torque is greater than the basic hill-holding torque, the driving torque is determined to be the current preload torque of the vehicle;

[0018] If the driving torque is less than the basic hill-holding torque, a first compensation torque is determined according to the difference between the driving torque and the basic hill-holding torque, and the sum of the first compensation torque and the driving torque is the current preload torque of the vehicle;

[0019] When the opening value of the accelerator pedal is zero, the second compensation torque of the vehicle is determined according to the motor speed value, and the sum of the first compensation torque and the second compensation torque is the current loading torque of the vehicle.

[0020] Optionally, in the vehicle assisted hill-holding control method provided by the present invention, the vehicle state data further includes a brake system master cylinder pressure value, and when the determined assisted hill-holding mode is an uphill or downhill start hill-holding mode, determining the preload torque according to the basic hill-holding torque and the vehicle state data includes:

[0021] When the pressure value of the master cylinder of the brake system is not zero, the loading moment coefficient is determined according to the pressure value of the master cylinder of the brake system;

[0022] Determine the product of the loading moment coefficient and the basic hill-holding moment as the current preloading moment of the vehicle;

[0023] When the pressure value of the master cylinder of the brake system is zero, determining the third compensation torque according to the motor speed value;

[0024] The sum of the product and the third compensation torque is determined as the current preload torque of the vehicle.

[0025] Optionally, the vehicle assisted hill-holding control method provided by the present invention, the assisted hill-holding condition includes that the absolute value of the motor speed is less than a first speed threshold, the accelerator pedal opening value is less than a first opening threshold, and the slope value is greater than a slope threshold;

[0026] Alternatively, the auxiliary hill-holding condition includes that the absolute value of the motor speed is less than the first speed threshold, the pressure value of the master cylinder of the brake system is less than the first pressure threshold, and the slope value is greater than the slope threshold;

[0027] The vehicle state data also includes a gear state. When the driving data meets the set auxiliary hill-holding condition, determining the current auxiliary hill-holding mode according to the driving data includes:

[0028] Determine the current slope mode according to the gear state and the slope value, the slope mode includes an uphill anti-rearward slip mode and a downhill anti-front slip mode, wherein the gear state of the uphill anti-rearward slip mode is the forward gear and the slope value is positive, and the gear state of the downhill anti-front slip mode is the reverse gear and the slope value is negative;

[0029] The auxiliary hill-holding mode is determined according to the current slope mode.

[0030] Optionally, the vehicle assisted hill-holding control method provided by the present invention, determining the assisted hill-holding mode according to the current slope mode includes:

[0031] When the accelerator pedal opening value is greater than the second opening threshold, the motor speed value is positive and greater than the second speed threshold, and the brake system master cylinder pressure value is 0, it is determined that the vehicle is in the uphill parking mode;

[0032] When the accelerator pedal opening value is 0, the motor speed value is within the speed range, and the brake system master cylinder pressure value is greater than the second pressure threshold, it is determined that the vehicle is in the uphill start holding mode;

[0033] When the accelerator pedal opening value is greater than the second opening threshold, the motor speed is negative and less than the second speed threshold, and the brake system dynamic master cylinder pressure value is 0, it is determined that the vehicle is in the downhill parking mode;

[0034] When the accelerator pedal opening value is 0, the motor speed is within the speed range, and the brake system master cylinder pressure value is greater than the second pressure threshold, it is determined that the vehicle is in the downhill start holding mode.

[0035] In a second aspect, the present invention provides a vehicle controller, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle assisted hill-holding control method described in the first aspect.

[0036] In a third aspect, the present invention provides a vehicle, comprising a vehicle controller as described in the second aspect.

[0037] In a fourth aspect, the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the vehicle assisted hill-holding control method described in the first aspect.

[0038] In a fifth aspect, the present invention provides a computer program product, comprising a computer program, characterized in that when the computer program is executed by a processor, the vehicle assisted hill-holding control method described in the first aspect is implemented.

[0039] According to the specific embodiments provided by the present invention, the present invention discloses the following technical effects:

[0040] The present invention provides a vehicle assisted hill-holding control method, a vehicle controller, a vehicle, a medium and a product, which determines whether the vehicle meets the conditions of the assisted parking mode according to the received driving data of the vehicle in the current state. If the conditions for starting the assisted parking mode are met, the assisted hill-holding mode is further determined according to the received driving data, and finally a preload torque is determined according to the determined assisted hill-holding mode and the driving data, and sent to the motor controller of the vehicle to execute torque output, so that the vehicle uses the preload drive torque sent to the motor controller to offset the displacement caused by the weight of the vehicle on the road that violates the driver's intention, that is, the slope sliding phenomenon, so as to achieve the purpose of the vehicle being stable and stationary on the slope.

[0041] That is, the present invention provides the vehicle with the function of automatically parking the vehicle to prevent rolling down the slope when the driver releases the accelerator pedal or the brake pedal on different slopes through the above method, thereby improving the driving experience and the safety of the vehicle, and solving the problem that the vehicle moves unintentionally under the influence of gravity when starting and stopping on a sloped road; solving the problem of rolling down the slope or shaking caused by the time difference caused by human operation in the traditional slope parking method; solving the problem that the measurement value collected by the slope sensor fluctuates and the measurement uncertainty occurs when the vehicle state changes or shakes. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0043] Figure 1 A diagram showing an application environment of a vehicle assisting hill-holding control method according to some embodiments of the present invention;

[0044] Figure 2 A schematic flow chart of a vehicle assisting hill-holding control method according to some embodiments of the present invention;

[0045] Figure 3 Schematic diagram of the flow chart of the vehicle assisting hill-holding control method according to other embodiments of the present invention;

[0046] Figure 4 A schematic diagram of functional modules of a vehicle assistive hill-holding control device according to some embodiments of the present invention;

[0047] Figure 5 A schematic diagram of the structure of a computer program product according to some embodiments of the present invention;

[0048] Figure 6 The figure is a schematic diagram of the structure of a processing device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0049] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and understandable, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0051] The electric vehicle hill-holding control method provided by the embodiment of the present invention can be applied to Figure 1 In the vehicle system shown.

[0052] like Figure 1As shown, the vehicle system may specifically include a VCU vehicle controller, an MCU motor controller, a BMS battery management system, a brake pedal, an accelerator pedal, a gear controller, a slope sensor, a vehicle weight sensor, a brake system controller, and an on-board instrument; the VCU controller communicates with various controllers and components through a CAN network, and communicates with the brake pedal and the accelerator pedal through analog hard lines for data transmission. The VCU coordinates control signals and accelerator pedal signals, brake signals, gear signals, slope signals, motor speed signals, and brake master cylinder pressure signals; and analyzes these signals, controls the vehicle's motion form according to the vehicle status and the driver's control requirements under the condition of meeting the automatic parking mode, and monitors the status of each system controller of the vehicle in real time, analyzes faults, and limits and cancels the automatic parking function according to the fault level.

[0053] In the present invention, in order to overcome the problems in the related art of using a clutch semi-linkage control method to prevent the vehicle from sliding down a slope, the operation is complicated, the difficulty is high, the driving experience is poor, and the sliding down a slope is caused by the time difference when the handbrake is used to trigger the hydraulic system to press the axle to prevent the vehicle from sliding down a slope, that is, in the above Figure 1 In the electric vehicle scenario, the present invention provides the electric vehicle with a function of automatically parking the vehicle to prevent sliding down the slope when the driver releases the accelerator pedal or the brake pedal on different slopes, thereby improving the driving experience and enhancing the vehicle safety.

[0054] Specifically, firstly, it is possible to determine whether the electric vehicle meets the conditions of the assisted parking mode by receiving vehicle driving data, such as vehicle fault information, accelerator pedal status signal, vehicle weight sensor signal, electric vehicle motor speed value, brake system master cylinder pressure value information and slope sensor information.

[0055] Furthermore, when it is determined that the vehicle currently meets the conditions for starting the assisted parking mode, the type of assisted parking is further determined based on the received gear state signal and slope sensor signal. If the slope sensor signal value is positive, and the vehicle is in an uphill state, the gear is in the forward gear, and the vehicle enters the anti-slip mode; if the slope sensor signal value is negative, and the vehicle is in a downhill state, the gear is in the reverse gear, and the vehicle enters the anti-slip mode. At this time, a basic hill-holding torque will be determined based on the accelerator pedal opening, the master cylinder pressure value of the brake system, and the slope sensor signal, and sent to the motor controller to execute torque output. At the same time, torque compensation is performed based on the motor speed value sent by the motor controller and loaded onto the basic torque value.

[0056] That is, the present invention determines when the vehicle needs assistance in holding the slope by referring to the vehicle driving data during the vehicle driving process, and then uses the collected data to determine a preload driving force, that is, a preload torque. Finally, the preload torque is used to enable the motor to offset the reverse force of the vehicle under the action of gravity based on the preload torque, so as to achieve the goal of keeping the vehicle stationary on the slope.

[0057] In order to better understand the vehicle assisted hill-holding control method provided by the present invention, it is described in detail below with reference to the accompanying drawings.

[0058] Figure 2 FIG. 1 is a flow chart of a vehicle assisting hill-holding control method according to some embodiments of the present invention. The method may be performed by Figure 1 The method is executed by the vehicle controller in the vehicle system shown in the figure, and specifically comprises the following steps:

[0059] S110, obtaining current driving data of the vehicle, where the driving data indicates the current driving state of the vehicle and the slope state of the road on which the vehicle is currently located.

[0060] S120, when the driving data meets the set auxiliary hill-holding conditions, determine the current auxiliary hill-holding mode according to the driving data, and the auxiliary hill-holding mode includes an uphill parking mode, a downhill parking mode, an uphill start hill-holding mode and a downhill start hill-holding mode.

[0061] S130, determining the current preload torque of the vehicle according to the determined auxiliary hill-holding mode and the driving data, and sending it to the motor controller of the vehicle, so that the motor controller executes torque output according to the preload torque, and the preload torque is used to eliminate the displacement of the vehicle on the road that is contrary to the driver's intention due to its gravity in the current hill-holding state.

[0062] Specifically, during the driving process of the vehicle, that is, when the VCU vehicle controller is powered on, the VCU vehicle controller can receive the vehicle's driving data in real time. The driving data can represent the current driving state of the vehicle and the slope state of the road on which the vehicle is currently located.

[0063] The driving data may include the current vehicle status data of the vehicle and the slope value of the road on which the vehicle is located.

[0064] The vehicle status data may include gear status information, accelerator pedal opening value, brake system master cylinder pressure value and motor speed value, etc.

[0065] For example, it may include MCU motor controller information, BMS battery management system information, brake pedal information, accelerator pedal information, gear information, slope sensor information, vehicle weight sensor information, brake system master cylinder pressure signal and vehicle fault information, etc.

[0066] Furthermore, after the vehicle controller obtains the above driving data, it can determine whether the vehicle meets the conditions of the assisted parking mode based on the driving data, so as to determine the type of assisted parking based on the driving data when the conditions for assisted parking are met.

[0067] Specifically, the motor speed of the motor controller, the accelerator pedal stroke, the pressure value of the master cylinder pressure value feedback of the brake system, and the value of the slope sensor feedback in the driving data can be used for judgment. That is, the conditions of the auxiliary parking mode can be the motor speed, the accelerator pedal stroke, the pressure value of the master cylinder pressure value feedback of the brake system, and the value of the slope sensor feedback.

[0068] If the absolute value of the motor speed fed back by the motor controller is less than a certain threshold, and the accelerator pedal opening is lower than a certain threshold or the pressure value fed back by the master cylinder pressure value of the brake system is lower than a certain threshold, and the absolute value of the value fed back by the slope sensor after mean filtering and low-pass filtering exceeds a certain threshold, it is determined that the vehicle has a need to hold on a slope.

[0069] That is, the absolute value of the motor speed is less than the first speed threshold, the accelerator pedal opening value is less than the first opening threshold and the slope value is greater than the slope threshold; or, the auxiliary hill-holding condition includes the absolute value of the motor speed is less than the first speed threshold, the brake system master cylinder pressure value is less than the first pressure threshold and the slope value is greater than the slope threshold, indicating that the vehicle currently meets the conditions for turning on the auxiliary hill-holding condition.

[0070] For example, when the vehicle enters a road with a certain slope, or when the vehicle starts on a road with a certain slope, the VCU vehicle controller determines whether assisted parking is required based on the driving data received. That is, if the absolute value of the motor speed fed back by the motor controller is less than a certain threshold, and the accelerator pedal stroke opening is lower than a certain threshold, or the pressure value fed back by the master cylinder pressure value of the brake system is lower than a certain threshold, and the absolute value of the value fed back by the slope sensor after mean filtering and low-pass filtering exceeds a certain threshold, then it is determined that the vehicle has a need to park on the slope.

[0071] Further, when it is determined that the driving data of the vehicle in the current state meets the assisted parking condition, the assisted parking mode may be determined according to the driving data.

[0072] The auxiliary hill-holding mode includes an uphill parking mode, a downhill parking mode, an uphill start-holding mode and a downhill start-holding mode.

[0073] Finally, the current preload torque of the vehicle can be determined based on the determined auxiliary hill-holding mode and the driving data, and sent to the motor controller of the vehicle, so that the motor controller executes torque output according to the preload torque. The preload torque is used to eliminate the displacement of the vehicle on the road that is contrary to the driver's intention and is caused by its gravity in the current hill-holding state.

[0074] It can be understood that in the embodiment of the present invention, the driving data of the vehicle in the current state is received, and then the driving data is used to determine whether the electric vehicle meets the conditions of the assisted parking mode. If the electric vehicle meets the conditions for turning on the assisted parking mode, the type of assisted parking is further determined according to the received driving data, and finally a preloaded required torque is determined according to the determined assisted parking type and the driving data, and sent to the motor controller to execute torque output, so that the vehicle uses a preloaded driving torque sent to the motor to offset the vehicle's reverse force, so as to achieve the vehicle being stationary on the slope.

[0075] That is, the present invention provides electric vehicles with the function of automatically parking the vehicle to prevent rolling down the slope when the driver releases the accelerator pedal or the brake pedal on different slopes through the above method, thereby improving the driving experience and the safety of the vehicle. The problem of the vehicle moving under the influence of gravity when starting or stopping on a sloped road surface that is not intended by the driver is solved; the problem of rolling down the slope or shaking caused by the time difference caused by human operation that still exists in the traditional slope parking method is solved. The problem of fluctuation and measurement uncertainty of the measurement value collected by the slope sensor when the vehicle state changes or shakes is solved.

[0076] It can also be understood that in some embodiments of the present invention, during actual operation, the duration Ts is obtained by looking up the table according to the slope value, the stall torque preloaded to the motor end, the battery SOC state fed back by the BMS battery management system, and the temperature value information fed back by the motor controller. When the actual slope time approaches Ts, the preload torque is gradually and slowly unloaded, the fault light alarm is given, and the parking function mode is exited. When the temperature value information fed back by the motor controller is lower than a certain threshold, the parking function mode is entered to prevent the motor from stalling and overheating and causing a fault.

[0077] When the VCU vehicle controller receives vehicle fault information, it is prohibited to enter the parking mode function. If the parking mode has been entered, the preload torque is gradually unloaded to 0 and the automatic parking mode function is exited.

[0078] Optionally, in some embodiments of the present invention, in S120, when the driving data satisfies the set auxiliary hill-holding condition, determining the current auxiliary hill-holding mode according to the driving data includes:

[0079] S121, determine the current slope mode according to the gear state and the slope value, the slope mode includes an uphill anti-rear slip mode and a downhill anti-front slip mode, wherein the gear state of the uphill anti-rear slip mode is the forward gear, and the slope value is positive, and the gear state of the downhill anti-front slip mode is the reverse gear, and the slope value is negative.

[0080] S122, determining the auxiliary hill-holding mode according to the current slope mode.

[0081] Specifically, when determining the auxiliary hill-holding mode, the current slope mode may be determined first according to the current gear state of the vehicle and the positive or negative slope value fed back by the slope sensor.

[0082] For example, if the gear is in the forward gear, and the value fed back by the slope sensor is positive after mean filtering and low-pass filtering, it is determined that the vehicle has a hill-holding requirement and enters the uphill anti-slip mode.

[0083] Alternatively, if the gear is in reverse gear, and the value fed back by the slope sensor is negative and lower than a certain threshold after mean filtering and low-pass filtering, it is determined that the vehicle has a need to stay on the slope and enters the downhill anti-slip mode.

[0084] Furthermore, four specific auxiliary hill-holding modes can be determined according to the slope mode and other data in the driving data, namely, according to the following situations:

[0085] When the accelerator pedal opening value is greater than the second opening threshold, the motor speed value is positive and greater than the second speed threshold, and the brake system master cylinder pressure value is 0, it is determined that the vehicle is in the uphill parking mode;

[0086] When the accelerator pedal opening value is 0, the motor speed value is within the speed range, and the brake system master cylinder pressure value is greater than the second pressure threshold, it is determined that the vehicle is in the uphill start holding mode;

[0087] When the accelerator pedal opening value is greater than the second opening threshold, the motor speed is negative and less than the second speed threshold, and the brake system dynamic master cylinder pressure value is 0, it is determined that the vehicle is in the downhill parking mode;

[0088] When the accelerator pedal opening value is 0, the motor speed is within the speed range, and the brake system master cylinder pressure value is greater than the second pressure threshold, it is determined that the vehicle is in the downhill start holding mode.

[0089] Specifically, the start and stop of the vehicle on a slope can be divided into uphill start and stop and downhill start and stop.

[0090] That is, when the vehicle is driving uphill, the VCU vehicle controller will judge the driver's driving intention based on the state of the slope sensor, the speed state fed back by the motor controller, and the state of the accelerator pedal. If the gear is in the forward gear, and the absolute value of the motor speed fed back by the motor controller is lower than a certain threshold (i.e., the first speed threshold), and the opening degree fed back by the accelerator pedal is lower than a certain threshold (i.e., the first opening degree threshold), and the value fed back by the slope sensor is positive after mean filtering and low-pass filtering and exceeds a certain threshold (i.e., the slope threshold), then it is determined that the vehicle has a need to stay on the slope, that is, the auxiliary slope-staying conditions are met, and the uphill anti-slip mode is entered.

[0091] After entering the uphill anti-slip mode, it is judged whether the vehicle needs to stop or start the hill-holding mode. The judgment basis is that when the accelerator pedal opening is higher than a certain threshold (i.e., the second opening threshold), and the motor speed is positive and exceeds a certain threshold (i.e., the second speed threshold), and the brake master cylinder pressure value is 0, the vehicle is judged to be in the uphill parking and hill-holding mode; when the accelerator pedal opening percentage is 0, and the motor speed is between plus or minus 50 rpm (unlimited), that is, within the speed range, and the brake master cylinder pressure value exceeds a certain threshold (i.e., the second pressure threshold), the vehicle is judged to be in the uphill start and hill-holding mode.

[0092] When the vehicle is driving downhill, the VCU vehicle controller will judge the driver's driving intention based on the state of the slope sensor, the speed state fed back by the motor controller, and the state of the accelerator pedal. If the gear is in reverse gear, and the absolute value of the motor speed fed back by the motor controller is lower than a certain threshold (the first speed threshold), and the opening degree fed back by the accelerator pedal is lower than a certain threshold (the first opening threshold), and the value fed back by the slope sensor is negative after mean filtering and low-pass filtering and is lower than a certain threshold (i.e., the slope threshold), then it is determined that the vehicle has a need to stay on the slope and enters the downhill anti-slip mode.

[0093] After entering the downhill anti-slip mode, it is judged whether the vehicle needs to stop or start the hill-holding mode. The judgment basis is that when the accelerator pedal opening percentage is higher than a certain threshold (i.e., the second opening threshold), and the motor speed is negative and lower than a certain threshold (the second speed threshold), and the brake master cylinder pressure value is 0, the vehicle is judged to be in the downhill parking and hill-holding mode; when the accelerator pedal opening percentage is 0, and the motor speed is between plus or minus 50 rpm (unlimited), and the brake master cylinder pressure value exceeds a certain threshold (the second pressure threshold), the vehicle is judged to be in the downhill start and hill-holding mode.

[0094] When the vehicle is moving forward, the feedback motor speed is positive, and when it is moving backward, it is negative.

[0095] If the vehicle is on an uphill slope, the slope sensor value is positive and increases as the slope increases; if the vehicle is on a downhill slope, the slope sensor value is negative and decreases as the slope increases.

[0096] The uphill parking and holding modes and the downhill parking and holding modes are the process of the vehicle going from motion to stationary on the slope; the uphill start and holding modes and the downhill start and holding modes are the process of the vehicle going from stationary to motion on the slope.

[0097] The VCU vehicle controller will perform average filtering and low-pass filtering based on the slope value fed back by the slope sensor to obtain relatively stable slope value information. The vehicle weight sensor and the algorithm will obtain relatively stable and accurate vehicle mass information.

[0098] The accelerator pedal feedback information is the percentage of the driver's depression, with the percentage ranging from 0 for not depressed to 100 for fully depressed.

[0099] The opening degree of the accelerator pedal is processed by an algorithm to obtain the driving force of the vehicle.

[0100] The master cylinder pressure value of the brake system is determined by the force of the brake pedal. The greater the master cylinder pressure value, the greater the braking force provided to the vehicle.

[0101] Among them, the first speed threshold is greater than the second speed threshold, the first opening threshold is greater than the second opening threshold, and the first pressure threshold is greater than the second pressure threshold.

[0102] Optionally, in some embodiments of the present invention, in S120, after the auxiliary hill-holding mode is determined, in S130, that is, according to the determined auxiliary hill-holding mode and the driving data, determining the current preload torque of the vehicle includes:

[0103] S131, determining a basic slope-holding moment of the vehicle according to the slope value and the weight of the vehicle, wherein the basic slope-holding moment represents a moment that causes the vehicle to move along the slope against the driver's intention due to the gravity of the vehicle.

[0104] S132, determining the preload torque according to the basic hill-holding torque and the vehicle status data.

[0105] Specifically, after the actual assistance process is carried out, since the purpose to be achieved is to prevent the vehicle from rolling down the slope due to the gravity of the vehicle, the rolling downhill moment caused by gravity can be calculated based on the current slope value and the weight of the vehicle, that is, the basic slope-holding moment of the vehicle. The basic slope-holding moment represents the moment that causes the vehicle to move along the slope against the driver's intention due to the gravity of the vehicle.

[0106] Furthermore, the preload torque can be determined according to the basic hill-holding torque and the vehicle state data to eliminate the slope sliding phenomenon caused by the basic hill-holding torque.

[0107] Optionally, in some embodiments of the present invention, when the determined auxiliary hill-holding mode is an uphill parking mode or a downhill parking mode, then in S132, determining the preload torque according to the determined basic hill-holding torque and the vehicle state data includes:

[0108] When the opening value of the accelerator pedal is not zero, the current driving torque of the vehicle is determined according to the opening value of the accelerator pedal.

[0109] If the driving torque is greater than the basic hill-holding torque, the driving torque is determined to be the current preload torque of the vehicle.

[0110] If the driving torque is less than the basic hill-holding torque, a first compensation torque is determined according to the difference between the driving torque and the basic hill-holding torque, and the sum of the first compensation torque and the driving torque is the current preload torque of the vehicle.

[0111] When the opening value of the accelerator pedal is zero, the second compensation torque of the vehicle is determined according to the motor speed value, and the sum of the first compensation torque and the second compensation torque is the current loading torque of the vehicle.

[0112] Specifically, in an embodiment of the present invention, when in an uphill or downhill parking and holding mode, after determining the current basic hill-holding torque of the vehicle based on the weight of the vehicle and the slope value of the current road, the required compensation torque can be further determined based on the vehicle status data, that is, based on whether a driving torque is currently provided and the size of the driving torque provided. Finally, the compensation torque and the basic hill-holding torque determine the preload torque to meet the current hill-holding requirement, so that the vehicle can be parked stably.

[0113] For example, when the vehicle is in the uphill parking mode, the slope value and the vehicle weight are known. At this time, according to the trigonometric formula, the torque of the vehicle sliding backward along the slope under the action of gravity can be obtained, which is recorded as F1. F1 is the basic parking torque preloaded to the vehicle. At this time, the driver steps on the accelerator pedal, and the vehicle driving torque Fa is obtained after calculation and table lookup. If Fa is greater than F1, it can be directly used as the preload torque and output Fa to the motor controller. If Fa is less than F1, the torque compensation is determined by looking up the table based on the difference between F1 and Fa, that is, the first compensation torque value Fb, and Fb is gradually loaded to Fa through iteration until the speed feedback from the motor controller is lower than a certain threshold, so that the driving force + compensation torque value is equal to the preload torque, that is, Fa+Fb=F1, as the preload torque of the current state. When the driving torque Fa provided by the accelerator pedal is equal to 0, a dynamic compensation torque, i.e. the second compensation torque, is determined by PI adjustment based on the difference between the motor speed information fed back by the motor controller and the vehicle's stationary state, i.e. 0 speed, if the vehicle is stationary at this time, Fv=0, and if the vehicle is not stationary, Fv is used to dynamically increase or decrease the torque, i.e. the required torque sent to the motor controller is Fa+Fb+Fv.

[0114] For another example, when the vehicle is in the downhill parking mode, the slope value and the vehicle weight are known. At this time, according to the trigonometric formula, the torque of the vehicle sliding forward along the slope under the action of gravity can be obtained, which is recorded as F2. F2 is the basic holding torque preloaded to the vehicle. At this time, the driver steps on the accelerator pedal, and the driving torque Fa of the vehicle going uphill is obtained after calculation and table lookup. If Fa is greater than F2, Fa is output to the motor controller. If Fa is less than F2, the torque compensation value Fb is determined by table lookup based on the difference between F2 and Fa. Fb is gradually loaded to Fa through iteration until it is equal to the preload torque, that is, Fa+Fb=F2. When the driving torque Fa provided by the accelerator pedal is equal to 0, at this time, according to the difference between the motor speed information fed back by the motor controller and the vehicle static state, that is, 0 speed, PI adjustment is performed to determine a dynamic compensation torque recorded as Fv. If the vehicle is stationary at this time, Fv=0. If the vehicle is not stationary, Fv is dynamically adjusted to increase or decrease the torque, that is, the required torque sent to the motor controller is Fa+Fb+Fv.

[0115] Optionally, in some embodiments of the present invention, in S120, when the determined auxiliary hill-holding mode is the uphill or downhill starting hill-holding mode, then in S132, the current preload torque of the vehicle is determined according to the determined auxiliary hill-holding mode, the basic hill-holding torque and the driving data, including:

[0116] The vehicle state data also includes a brake system master cylinder pressure value. When the determined auxiliary hill-holding mode is an uphill or downhill start hill-holding mode, the preload torque is determined according to the basic hill-holding torque and the vehicle state data, including:

[0117] When the pressure value of the master cylinder of the brake system is not zero, the loading moment coefficient is determined according to the pressure value of the master cylinder of the brake system;

[0118] Determine the product of the loading moment coefficient and the basic hill-holding moment as the current preloading moment of the vehicle;

[0119] When the pressure value of the master cylinder of the brake system is zero, determining the third compensation torque according to the motor speed value;

[0120] The sum of the product and the third compensation torque is determined as the current preload torque of the vehicle.

[0121] Specifically, the basic hill-holding torque of the vehicle can be determined first according to the slope value and the weight of the vehicle, so as to determine the minimum torque required to prevent the vehicle from sliding down the slope in the current state.

[0122] Further, in this case, the preload torque of the vehicle can be determined according to the master cylinder pressure value and the motor speed value of the vehicle's brake system to meet the basic hill-holding torque.

[0123] For example, when the vehicle is in the uphill start-up holding mode, similarly, the slope and vehicle weight are known. At this time, according to the trigonometric formula, the torque of the vehicle sliding backward along the slope under the action of gravity can be obtained, which is recorded as F1. F1 is the basic holding torque preloaded to the vehicle. At this time, the holding state is that the driver steps on the brake pedal, and the braking system provides a braking torque to ensure that the vehicle is stationary on the slope. According to the master cylinder pressure value provided by the braking system, the preload torque coefficient a is obtained by looking up the table. The range of a varies from 0 to 1 from large to small according to the master cylinder pressure value. Then the loading torque sent to the motor controller is F1*a. When the brake pedal is completely released, the motor speed information fed back by the motor controller is used to make a difference with the vehicle's stationary state, that is, 0 speed, to perform PI adjustment to determine a dynamic compensation torque, that is, the third compensation torque, recorded as Fv. If the vehicle is stationary at this time, Fv=0. If the vehicle is not stationary, Fv is used to increase or decrease the torque dynamically, that is, the required torque sent to the motor controller is F1*a+Fv.

[0124] For another example, when the vehicle is in the start-up hold mode, similarly, the slope and vehicle weight are known. At this time, according to the trigonometric formula, the torque of the vehicle sliding forward along the slope under the action of gravity can be obtained, which is recorded as F2. F2 is the basic hold torque preloaded to the vehicle. At this time, the hold state is that the driver steps on the brake pedal, and the braking system provides a braking torque to ensure that the vehicle is stationary on the slope. According to the master cylinder pressure value provided by the brake system, the preload force coefficient a is obtained by looking up the table. The range of a varies from 0 to 1 from large to small according to the master cylinder pressure value. Then the loading torque sent to the motor controller is F2*a. When the brake pedal is completely released, the motor speed information fed back by the motor controller is used to make a difference with the vehicle's stationary state, that is, 0 speed, to perform PI adjustment to determine a dynamic compensation torque recorded as Fv. If the vehicle is stationary at this time, Fv=0. If the vehicle is not stationary, Fv is used to dynamically adjust the torque increase or decrease, that is, the required torque sent to the motor controller is F1*a+Fv.

[0125] In order to better understand the electric vehicle assisted hill-holding control method provided by the present invention, Figure 3 , and the process is explained in detail.

[0126] like Figure 3 As shown, when the VCU vehicle controller is powered on, it enters step S1. At this time, the VCU vehicle controller receives MCU motor controller information, BMS battery management system information, brake pedal signal, accelerator pedal signal, gear signal, slope sensor signal, vehicle weight sensor signal, brake system master cylinder pressure signal, and vehicle fault signal.

[0127] When the vehicle enters a road with a certain slope, or when the vehicle starts on a road with a certain slope, it enters S2. At this time, the VCU vehicle controller judges the driver's driving intention based on the received vehicle fault information, the SOC value of the BMS battery management system, the temperature information of the MCU motor controller, the motor speed signal, the slope sensor signal, and the vehicle fault signal to determine whether the electric vehicle meets the conditions of the assisted parking mode.

[0128] If the absolute value of the motor speed fed back by the motor controller is less than a certain threshold, and the accelerator pedal travel percentage is lower than a certain threshold or the pressure value fed back by the master cylinder pressure value of the brake system is lower than a certain threshold, and the absolute value of the value fed back by the slope sensor after mean filtering and low-pass filtering exceeds a certain threshold, it is determined that the vehicle has a need to stay on the slope and enters S3.

[0129] At this time, the vehicle needs to be judged, and the type of assisted parking is determined based on the accelerator pedal signal, brake pedal signal, motor speed signal, gear status signal and slope sensor signal. If the gear is the forward gear, and the absolute value of the motor speed feedback from the motor controller is lower than a certain threshold, and the travel percentage feedback from the accelerator pedal is lower than a certain threshold, and the value feedback from the slope sensor is positive after mean filtering and low-pass filtering and exceeds a certain threshold, then it is determined that the vehicle has a need to park on the slope and enters the uphill anti-slip mode, that is, S4.

[0130] After entering the uphill anti-slip mode, it is determined whether the vehicle needs to park or start the uphill mode. The judgment is based on the following criteria: when the accelerator pedal opening percentage is higher than a certain threshold, the motor speed is positive and exceeds a certain threshold, and the brake master cylinder pressure value is 0, the vehicle is determined to be in the uphill parking mode, that is, S6.

[0131] When the accelerator pedal opening percentage is 0, the motor speed is between plus or minus 50 rpm (unlimited), and the brake master cylinder pressure value exceeds a certain threshold, it is determined that the vehicle is in the start-up hill-holding mode, that is, S7.

[0132] If the gear is in reverse gear, and the absolute value of the motor speed fed back by the motor controller is lower than a certain threshold, and the travel percentage fed back by the accelerator pedal is lower than a certain threshold, and the value fed back by the slope sensor is negative and lower than a certain threshold after mean filtering and low-pass filtering, then it is determined that the vehicle has a need to stay on the slope and enters the downhill anti-slip mode, i.e. S5.

[0133] After entering the downhill anti-slip mode, it is determined whether the vehicle needs to stop or start the hill-holding mode. The judgment is based on the following: when the accelerator pedal opening percentage is higher than a certain threshold, the motor speed is negative and lower than a certain threshold, and the brake master cylinder pressure value is 0, the vehicle is determined to be in the hill-holding mode, S8.

[0134] When the accelerator pedal opening percentage is 0, the motor speed is between plus or minus 50 rpm (unlimited), and the brake master cylinder pressure value exceeds a certain threshold, it is determined that the vehicle is in the start-up hill-holding mode, S9.

[0135] It can be understood that when it is determined that the vehicle is in the parking and hill-holding mode, the current preload torque is determined according to the corresponding auxiliary hill-holding mode provided in the above embodiment, which will not be described in detail here.

[0136] It can also be understood that the duration Ts is obtained by looking up the table according to the slope value, the stall torque preloaded to the motor end, the battery SOC state fed back by the BMS battery management system and the temperature value information fed back by the motor controller. When the actual slope holding time approaches Ts, the preload torque is gradually and slowly unloaded, the fault light alarm is given and the parking function mode is exited. When the temperature value information fed back by the motor controller is lower than a certain threshold, the parking function mode is entered to prevent the motor from stalling and overheating and causing a fault.

[0137] When the VCU vehicle controller receives vehicle fault information, it is prohibited to enter the parking mode function. If the parking mode has been entered, the preload torque is gradually unloaded to 0 and the automatic parking mode function is exited.

[0138] It can be understood that in the embodiment of the present invention, it is determined whether the electric vehicle meets the conditions of the auxiliary parking mode based on the received vehicle fault information, accelerator pedal state signal, vehicle weight sensor signal, electric vehicle motor speed value, brake system master cylinder pressure value information, and slope sensor information. If the electric vehicle meets the conditions for turning on the auxiliary parking mode, the type of auxiliary parking is determined based on the received gear state signal and slope sensor signal. Then, based on the determined auxiliary parking type, the accelerator pedal opening, the brake system master cylinder pressure value, and the slope sensor signal, a preloaded basic torque value is determined and sent to the motor controller to execute torque output. At the same time, torque compensation is performed based on the motor speed value sent by the motor controller, and loaded onto the basic torque value, so that the vehicle uses a preloaded driving torque sent to the motor to offset the reverse force of the vehicle under the action of gravity, and the vehicle is stationary on the slope.

[0139] That is, the present invention provides electric vehicles with the function of automatically parking the vehicle to prevent rolling down the slope when the driver releases the accelerator pedal or the brake pedal on different slopes through the above method, thereby improving the driving experience and the safety of the vehicle. The problem of the vehicle moving under the influence of gravity when starting or stopping on a sloped road surface that is not intended by the driver is solved; the problem of rolling down the slope or shaking caused by the time difference caused by human operation that still exists in the traditional slope parking method is solved. The problem of fluctuation and measurement uncertainty of the measurement value collected by the slope sensor when the vehicle state changes or shakes is solved.

[0140] That is, the method of the present invention collects the slope value information and vehicle weight information of the whole vehicle, obtains a relatively accurate slope value after averaging and low-pass filtering, and obtains a relatively accurate vehicle weight value information after iterative algorithm and filtering. The preload torque of the vehicle on the ramp is quickly obtained according to the slope value and the vehicle weight value.

[0141] The present invention obtains the preload force coefficient through algorithm iteration and table lookup based on the changes in the accelerator pedal opening and the master cylinder pressure value of the brake system, predicts the driver's intention, outputs a relatively stable and accurate preload torque to the MCU motor controller according to the current slope value, and obtains the compensation torque according to the motor speed value information by the PI algorithm in the absence of accelerator pedal and brake pedal requests, thereby ensuring that the vehicle can stay on the slope stably.

[0142] The present invention fully considers the needs of vehicle driving safety, and obtains a relatively accurate maximum hill-staying time through algorithm calculation. When the hill-staying time of the vehicle is close to the calculated maximum time, an alarm is given to the driver and the loading torque applied to the motor is gradually unloaded to protect the safety of the motor and the vehicle.

[0143] On the other hand, based on the same inventive concept, an embodiment of the present invention further provides a video tag processing device for implementing the video tag processing method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more video tag processing device embodiments provided below can refer to the limitations of the video tag processing method above, and will not be repeated here.

[0144] On the other hand, in an exemplary embodiment, Figure 4 As shown, the present invention provides a vehicle assisted hill-holding control comprising:

[0145] The acquisition module 210 is used to acquire the current driving data of the vehicle, where the driving data indicates the current driving state of the vehicle and the slope state of the road on which the vehicle is currently located;

[0146] A first determination module 220 is used to determine a current assisted hill-holding mode according to the driving data when the driving data meets the set assisted hill-holding condition, wherein the assisted hill-holding mode includes an uphill or downhill parking hill-holding mode and an uphill or downhill starting hill-holding mode;

[0147] The second determination module 230 is used to determine the current preload torque of the vehicle according to the determined auxiliary hill-holding mode and the driving data, and send it to the motor controller of the vehicle, so that the motor controller performs torque output according to the preload torque. The preload torque is used to eliminate the displacement of the vehicle on the road that is contrary to the driver's intention due to its gravity in the current hill-holding state.

[0148] Optionally, in the vehicle auxiliary hill-holding control device provided by the present invention, the driving data includes the current vehicle state data of the vehicle and the slope value of the road, and the second determination module is specifically used for:

[0149] Determine the basic slope-holding moment of the vehicle according to the slope value and the weight of the vehicle, wherein the basic slope-holding moment represents the moment that causes the vehicle to move along the slope against the driver's intention due to the gravity of the vehicle;

[0150] The preload torque is determined according to the basic hill-holding torque and the vehicle status data.

[0151] Optionally, in the vehicle auxiliary hill-holding control device provided by the present invention, the vehicle state data includes an accelerator pedal opening value and a motor speed value, and when the auxiliary hill-holding mode is determined to be an uphill or downhill parking hill-holding mode, the second determination module is specifically used to:

[0152] When the opening value of the accelerator pedal is not zero, determining the current driving torque of the vehicle according to the opening value of the accelerator pedal;

[0153] If the driving torque is greater than the basic hill-holding torque, the driving torque is determined to be the current preload torque of the vehicle;

[0154] If the driving torque is less than the basic hill-holding torque, the difference between the driving torque and the basic hill-holding torque is determined to be a first compensation torque, and the sum of the first compensation torque and the driving torque is the current preload torque of the vehicle;

[0155] When the opening value of the accelerator pedal is zero, the second compensation torque of the vehicle is determined according to the motor speed value, and the sum of the first compensation torque and the second compensation torque is the current loading torque of the vehicle.

[0156] Optionally, in the vehicle assisted hill-holding control device provided by the present invention, the vehicle state data further includes a brake system master cylinder pressure value, and when the determined assisted hill-holding mode is an uphill or downhill starting hill-holding mode, the second determination module is specifically used to:

[0157] When the pressure value of the master cylinder of the brake system is not zero, the loading moment coefficient is determined according to the pressure value of the master cylinder of the brake system;

[0158] Determine the product of the loading moment coefficient and the basic hill-holding moment as the current preloading moment of the vehicle;

[0159] When the pressure value of the master cylinder of the brake system is zero, determining the third compensation torque according to the motor speed value;

[0160] The sum of the product and the third compensation torque is determined as the current preload torque of the vehicle.

[0161] Optionally, the vehicle auxiliary hill-holding control device provided by the present invention, the auxiliary hill-holding condition includes that the absolute value of the motor speed is less than the first speed threshold, the accelerator pedal opening value is less than the first opening threshold and the slope value is greater than the slope threshold;

[0162] Alternatively, the auxiliary hill-holding condition includes that the absolute value of the motor speed is less than the first speed threshold, the pressure value of the master cylinder of the brake system is less than the first pressure threshold, and the slope value is greater than the slope threshold;

[0163] The vehicle state data also includes a gear state. When the driving data meets the set auxiliary hill-holding condition, the first determination module is specifically used to:

[0164] Determine the current slope mode according to the gear state and the slope value, the slope mode includes an uphill anti-rearward slip mode and a downhill anti-front slip mode, wherein the gear state of the uphill anti-rearward slip mode is the forward gear and the slope value is positive, and the gear state of the downhill anti-front slip mode is the reverse gear and the slope value is negative;

[0165] The hill-holding auxiliary mode is determined according to the current slope mode and the driving data.

[0166] Optionally, in the vehicle auxiliary hill-holding control device provided by the present invention, the first determination module is specifically used for:

[0167] When the accelerator pedal opening value is greater than the second opening threshold, the motor speed value is positive and greater than the second speed threshold, and the brake system master cylinder pressure value is 0, it is determined that the vehicle is in the uphill parking mode;

[0168] When the accelerator pedal opening value is 0, the motor speed value is within the speed range, and the brake system master cylinder pressure value is greater than the second pressure threshold, it is determined that the vehicle is in the uphill start holding mode;

[0169] When the accelerator pedal opening value is greater than the second opening threshold, the motor speed is negative and less than the second speed threshold, and the brake system dynamic master cylinder pressure value is 0, it is determined that the vehicle is in the downhill parking mode;

[0170] When the accelerator pedal opening value is 0, the motor speed is within the speed range, and the brake system master cylinder pressure value is greater than the second pressure threshold, it is determined that the vehicle is in the downhill start holding mode.

[0171] After introducing the systems, methods, and devices of the exemplary embodiments of the present invention, reference is now made to Figure 5 For a description of a computer-readable storage medium according to an exemplary embodiment of the present invention, please refer to Figure 5, the computer-readable storage medium shown is a CD 80, on which a computer program (i.e., a program product) is stored. When the computer program is executed by the processor, it will implement the steps recorded in the above method implementation, for example, generating a branching instruction and sending it to the branching device in the integrated cabinet, so that the branching device responds to the branching instruction and connects one or more connection lines configured between the test port and each channel port in the corresponding charge and discharge channel group; generating a charge and discharge instruction and sending it to the charge and discharge device in the integrated cabinet, so that the charge and discharge device responds to the charge and discharge instruction and charges or discharges the battery sample to be tested through the connected connection line; obtaining the test data of the battery sample collected by the data acquisition device in the integrated test box. The specific implementation method of each step will not be repeated here.

[0172] It should be noted that examples of the computer-readable storage medium may also include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other optical or magnetic storage media, which are not listed here one by one.

[0173] After introducing the systems, methods, devices, and media of the exemplary embodiments of the present invention, reference is now made to Figure 6 The vehicle controller according to the exemplary embodiment of the present invention is a processing device 90 .

[0174] Figure 6 A block diagram of an exemplary processing device 90, which may be a computer system, suitable for implementing embodiments of the present invention is shown. Figure 6 The processing device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0175] like Figure 6 As shown, the components of the processing device 90 may include, but are not limited to: one or more processors or processing units 901 , a system memory 902 , and a bus 903 connecting different system components (including the system memory 902 and the processing unit 901 ).

[0176] The processing device 90 typically includes a variety of computer system readable media. These media can be any available media that can be accessed by the computing device 90, including volatile and non-volatile media, removable and non-removable media.

[0177] The system memory 902 may include computer system readable media in the form of volatile memory, such as RAM 9021 and / or cache memory 9022, wherein RAM is a random access memory. The processing device 90 may further include other removable / non-removable, volatile / non-volatile computer system storage media. For example only, ROM 9023 may be used to read and write non-removable, non-volatile magnetic media ( Figure 6 is not shown in the Figure 6 As shown in FIG. 9 , a disk drive for reading and writing a removable non-volatile disk (e.g., a “floppy disk”) and an optical disk drive for reading and writing a removable non-volatile optical disk (e.g., a CD-ROM, a DVD-ROM, or other optical media) may be provided. In these cases, each drive may be connected to bus 903 via one or more data medium interfaces. System memory 902 may include at least one program product having a set (e.g., at least one) of program modules that are configured to perform the functions of various embodiments of the present invention.

[0178] A program / utility 9025 having a set (at least one) of program modules 9024 may be stored, for example, in system memory 902, and such program modules 9024 include, but are not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment. Program modules 9024 generally perform the functions and / or methods of the embodiments described herein.

[0179] The processing device 90 may also communicate with one or more external devices 904 (e.g., a keyboard, a pointing device, a display, etc.). Such communication may be performed via an I / O interface 905, where the I / O interface is an input / output interface. In addition, the processing device 90 may also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) via a network adapter 906. Figure 6 As shown, the network adapter 906 communicates with other modules (such as the processing unit 901, etc.) of the processing device 90 via the bus 903. It should be understood that although Figure 6 Not shown, other hardware and / or software modules may be used in conjunction with the computer processing device 90.

[0180] The processing unit 901 executes various functional applications and data processing by running the programs stored in the system memory 902, for example, obtaining the current driving data of the vehicle, which indicates the current driving state of the vehicle and the slope state of the road on which the vehicle is currently located;

[0181] When the driving data meets the set auxiliary hill-holding condition, the current auxiliary hill-holding mode is determined according to the driving data, and the auxiliary hill-holding mode includes an uphill or downhill parking mode and an uphill or downhill starting hill-holding mode;

[0182] The current preload torque of the vehicle is determined according to the determined auxiliary hill-holding mode and the driving data, and is sent to the motor controller of the vehicle, so that the motor controller executes torque output according to the preload torque. The preload torque is used to eliminate the displacement of the vehicle on the road that is contrary to the driver's intention and is caused by its gravity in the current hill-holding state.

[0183] The specific implementation of each step will not be repeated here. It should be noted that although several units / modules or sub-units / sub-modules of the battery testing device are mentioned in the above detailed description, this division is merely exemplary and not mandatory. In fact, according to an embodiment of the present invention, the features and functions of two or more units / modules described above can be concretized in one unit / module. Conversely, the features and functions of one unit / module described above can be further divided to be concretized by multiple units / modules.

[0184] In the description of the present invention, it should be noted that the terms “first”, “second” and “third” are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0185] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0186] In the several embodiments provided by the present invention, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. The device embodiments described above are only schematic. For example, the division of the unit is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

[0187] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0188] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0189] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a non-volatile computer-readable storage medium that can be executed by a processor. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the method of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0190] Finally, it should be noted that the above embodiment is only a specific implementation of the present invention, which is used to illustrate the technical solution of the present invention, rather than to limit it. The protection scope of the present invention is not limited thereto. Although the present invention is described in detail with reference to the above embodiment, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solution recorded in the above embodiment within the technical scope disclosed by the present invention, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solution deviate from the spirit and scope of the technical solution of the embodiment of the present invention, and should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

[0191] In addition, although the operations of the method of the present invention are described in a specific order in the drawings, this does not require or imply that the operations must be performed in this specific order, or that all the operations shown must be performed to achieve the desired results. Additionally or alternatively, some steps may be omitted, multiple steps may be combined into one step, and / or one step may be decomposed into multiple steps.

Claims

1. A vehicle assisted hill-holding control method, characterized in that: The vehicle assist hill-holding control method comprises: Acquiring current driving data of the vehicle, wherein the driving data indicates the current driving state of the vehicle and the slope state of the road on which the vehicle is currently located; When the driving data meets the set auxiliary hill-holding condition, the current auxiliary hill-holding mode is determined according to the driving data, the auxiliary hill-holding mode includes an uphill parking hill-holding mode, a downhill parking hill-holding mode, an uphill start hill-holding mode and a downhill start hill-holding mode, and the auxiliary hill-holding condition includes that the absolute value of the motor speed is less than a first speed threshold, the accelerator pedal opening value is less than a first opening threshold, and the slope value is greater than a slope threshold; or, the auxiliary hill-holding condition includes that the absolute value of the motor speed is less than the first speed threshold, the brake system master cylinder pressure value is less than a first pressure threshold, and the slope value is greater than the slope threshold; Determine the current preload torque of the vehicle according to the determined hill-holding assist mode and the driving data, and send it to the motor controller of the vehicle, so that the motor controller performs torque output according to the preload torque, and the preload torque is used to eliminate the displacement of the vehicle on the road that violates the driver's intention due to its gravity in the current state; The driving data includes the current vehicle state data of the vehicle and the slope value of the road, and the determining of the current preload torque of the vehicle according to the determined auxiliary hill-holding mode and the driving data includes: Determining a basic slope-holding moment of the vehicle according to the slope value and the weight of the vehicle, wherein the basic slope-holding moment represents a moment that causes the vehicle to move against the driver's intention due to the gravity of the vehicle; The vehicle status data includes an accelerator pedal opening value, a motor speed value and a brake system master cylinder pressure value. When the determined auxiliary hill-holding mode is an uphill parking hill-holding mode or a downhill parking hill-holding mode, and when the accelerator pedal opening value is not zero, the current driving torque of the vehicle is determined according to the accelerator pedal opening value; if the driving torque is greater than the basic hill-holding torque, the driving torque is determined to be the current preload torque of the vehicle; if the driving torque is less than the basic hill-holding torque, a first compensation torque is determined according to the difference between the driving torque and the basic hill-holding torque, and the sum of the first compensation torque and the driving torque is the current preload torque of the vehicle; when the accelerator pedal opening value is zero, the second compensation torque of the vehicle is determined according to the motor speed value, and the sum of the first compensation torque and the second compensation torque is the current preload torque of the vehicle.

2. The vehicle assisted hill-holding control method according to claim 1, characterized in that: The vehicle state data also includes a gear state. When the driving data satisfies the set hill-holding auxiliary condition, determining the current hill-holding auxiliary mode according to the driving data includes: Determine the current slope mode according to the gear state and the slope value, wherein the slope mode includes an uphill anti-rearward slip mode and a downhill anti-front slip mode, wherein the gear state of the uphill anti-rearward slip mode is the forward gear and the slope value is positive, and the gear state of the downhill anti-front slip mode is the reverse gear and the slope value is negative; The hill-holding auxiliary mode is determined according to the current slope mode and the driving data.

3. The vehicle assisted hill-holding control method according to claim 2, characterized in that: Determining the auxiliary hill-staying mode according to the current slope mode includes: When the accelerator pedal opening value is greater than the second opening threshold, the motor speed value is positive and greater than the second speed threshold, and the brake system master cylinder pressure value is 0, it is determined that the vehicle is in the uphill parking mode; When the accelerator pedal opening value is 0, the motor speed value is within the speed range, and the brake system master cylinder pressure value is greater than a second pressure threshold, determining that the vehicle is in an uphill start holding mode; When the accelerator pedal opening value is greater than the second opening threshold, the motor speed is negative and less than the second speed threshold, and the brake system master cylinder pressure value is 0, it is determined that the vehicle is in the downhill parking mode; When the accelerator pedal opening value is 0, the motor speed is within the speed range, and the brake system master cylinder pressure value is greater than a second pressure threshold, it is determined that the vehicle is in the downhill start holding mode.

4. A vehicle controller, comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle assisted hill-holding control method according to any one of claims 1 to 3.

5. A vehicle, characterized in that: It includes the vehicle controller as claimed in claim 4.

6. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle assisted hill-holding control method according to any one of claims 1 to 3 is implemented.

7. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the vehicle assisted hill-holding control method according to any one of claims 1 to 3 is implemented.

Images