Slope climbing control method and device of vehicle, vehicle and storage medium

Abstract

The application relates to a climbing control method and device of a vehicle, the vehicle and a storage medium, wherein the method comprises the following steps: acquiring surrounding environment parameters of the vehicle, a slope of a current driving slope and current state parameters when the vehicle is in a climbing mode; judging whether the vehicle meets a preset slope heat management strategy activation condition based on the surrounding environment parameters, the slope and the current state parameters; if the vehicle meets the preset slope heat management condition, enabling a slope heat management strategy of the vehicle, correcting a target water temperature of the vehicle according to the surrounding environment parameters and the slope, and correcting the slope heat management strategy by using the corrected target water temperature, so as to control the vehicle to complete corresponding climbing actions by using the corrected slope heat management strategy. Therefore, the technical problem that the related art focuses on the anti-slip problem of the vehicle, does not solve the climbing difficulty of the vehicle, and the cooling of the vehicle equipment is difficult to maintain a reasonable temperature range under the climbing working condition, and there is a certain safety hazard is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, device, vehicle, and storage medium for controlling vehicle hill climbing. Background Technology

[0002] Automatic transmissions are characterized by high transmission efficiency, short shift times, and high driving comfort. However, during low-speed, long-slope climbing, the clutch plates are in a state of slippage for an extended period, causing the transmission oil temperature to rise rapidly to the required maximum temperature. To protect the clutch, the transmission will forcibly limit torque and lower the oil temperature, significantly reducing the vehicle's climbing performance and making it unable to climb hills smoothly. Furthermore, if the oil temperature rises further, overheating can easily occur, leading to clutch plate thermal decay or even burning. In this case, the vehicle will forcibly disengage the clutch to prevent damage to the clutch plates, but this forced disengagement will cause the vehicle to roll backward. Therefore, controlling the temperature rise of the clutch surface is a key factor in solving this problem.

[0003] In related technologies, multi-stage electronic parking control system calibration values ​​and slope protection modes can be added under multiple preset temperatures to improve vehicle safety when the clutch overheats. The electronic parking control system can automatically park on slopes to prevent the vehicle from rolling backward when a slope occurs. When the clutch overheats, the transmission control system can control the electronic parking control system to clamp the clutch and prevent the vehicle from rolling backward due to clutch overheating.

[0004] However, the relevant technologies have not fundamentally solved the problem of clutch overheating, and automatic parking only prevents the vehicle from rolling backward, but cannot guarantee the vehicle's normal climbing ability, thus failing to solve the problem of users' vehicles getting out of trouble on hills. In existing vehicles, the cooling of the engine, motor, and other equipment is mostly based on simply controlling the fan's on and off according to the coolant outlet temperature and ambient temperature, without intelligently adjusting to changes in the vehicle's actual operating conditions, such as uphill / downhill driving or congested road conditions. This leads to large fluctuations in fan speed, resulting in situations where the temperature cannot be controlled within a reasonable range, resulting in poor reliability and requiring improvement. Summary of the Invention

[0005] This application provides a method, device, vehicle, and storage medium for controlling vehicle climbing, in order to solve the technical problems in related technologies that focus on preventing vehicle rollback but do not solve the problem of vehicle climbing, and that the cooling of vehicle equipment is difficult to maintain within a reasonable temperature range under climbing conditions, which poses certain safety hazards.

[0006] The first aspect of this application provides a method for controlling a vehicle's hill climb, comprising the following steps: when the vehicle is in hill climb mode, acquiring the vehicle's surrounding environmental parameters, the gradient of the current driving slope, and current state parameters; based on the surrounding environmental parameters, the gradient, and the current state parameters, determining whether the vehicle meets the preset hill climb thermal management strategy activation conditions; if the vehicle meets the preset hill climb thermal management conditions, activating the vehicle's hill climb thermal management strategy, and correcting the vehicle's target coolant temperature according to the surrounding environmental parameters and the gradient, and using the corrected target coolant temperature to correct the hill climb thermal management strategy, so as to control the vehicle to complete the corresponding hill climb action using the corrected hill climb thermal management strategy.

[0007] Optionally, in one embodiment of this application, after controlling the vehicle to complete the corresponding climbing action using the modified slope thermal management strategy, the method further includes: determining whether the vehicle meets the preset climbing end condition based on the driving parameters and the slope; if the vehicle meets the preset climbing end condition, restoring the target water temperature to the temperature before modification; otherwise, modifying the slope thermal management strategy using the modified target water temperature.

[0008] Optionally, in one embodiment of this application, the method further includes: obtaining the road conditions ahead; and activating the vehicle's hill-climbing mode when the road conditions ahead are sloping and the vehicle's driving parameters meet preset hill-start conditions.

[0009] Optionally, in one embodiment of this application, the preset hill start conditions include: the engine speed in the driving parameters is less than or equal to a first preset speed threshold; the vehicle speed in the driving parameters is less than or equal to a preset vehicle speed; the throttle opening in the driving parameters is greater than or equal to a preset opening; and the engine load in the driving parameters is less than or equal to a preset load.

[0010] Optionally, in one embodiment of this application, the activation conditions for the preset ramp thermal management strategy include: the transmission oil temperature in the current state parameters is greater than or equal to a first preset temperature threshold; the actual engine coolant temperature in the current state parameters is greater than or equal to a second preset temperature threshold; the speed difference between the engine and the clutch in the current state parameters is greater than or equal to a second preset speed threshold; the current ambient temperature in the current environmental parameters is greater than or equal to a third temperature threshold; and the transmission gear in the current state parameters is neither in the parking gear nor in the neutral gear.

[0011] A second aspect of this application provides a vehicle hill-climbing control device, comprising: a first acquisition module, configured to acquire, when the vehicle is in hill-climbing mode, surrounding environmental parameters, the gradient of the current driving slope, and current state parameters of the vehicle; a first judgment module, configured to determine, based on the surrounding environmental parameters, the gradient, and the current state parameters, whether the vehicle meets the preset hill-climbing thermal management strategy activation conditions; and a first control module, configured to, when the vehicle meets the preset hill-climbing thermal management conditions, activate the vehicle's hill-climbing thermal management strategy, and correct the vehicle's target coolant temperature according to the surrounding environmental parameters and the gradient, and use the corrected target coolant temperature to correct the hill-climbing thermal management strategy, so as to control the vehicle to complete the corresponding hill-climbing action using the corrected hill-climbing thermal management strategy.

[0012] Optionally, in one embodiment of this application, it further includes: a second judgment module, used to determine whether the vehicle meets the preset hill-climbing end condition based on the driving parameters and the slope; and a second control module, used to restore the target water temperature to the temperature before correction if the vehicle meets the preset hill-climbing end condition, otherwise, to correct the slope thermal management strategy using the corrected target water temperature.

[0013] Optionally, in one embodiment of this application, it further includes: a second acquisition module, used to acquire the road conditions ahead; and an activation module, used to activate the vehicle's climbing mode when the road conditions ahead are sloping and the vehicle's driving parameters meet preset sloping start conditions.

[0014] Optionally, in one embodiment of this application, the preset hill start conditions include: the engine speed in the driving parameters is less than or equal to a first preset speed threshold; the vehicle speed in the driving parameters is less than or equal to a preset vehicle speed; the throttle opening in the driving parameters is greater than or equal to a preset opening; and the engine load in the driving parameters is less than or equal to a preset load.

[0015] Optionally, in one embodiment of this application, the activation conditions for the preset ramp thermal management strategy include: the transmission oil temperature in the current state parameters is greater than or equal to a first preset temperature threshold; the actual engine coolant temperature in the current state parameters is greater than or equal to a second preset temperature threshold; the speed difference between the engine and the clutch in the current state parameters is greater than or equal to a second preset speed threshold; the current ambient temperature in the current environmental parameters is greater than or equal to a third temperature threshold; and the transmission gear in the current state parameters is neither in the parking gear nor in the neutral gear.

[0016] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle hill-climbing control method as described in the above embodiments.

[0017] A fourth aspect of this application provides a computer-readable storage medium storing computer instructions for causing the computer to perform the vehicle hill-climbing control method as described in the above embodiments.

[0018] A fifth aspect of this application provides a computer program product, including a computer program that, when executed, implements the above-described vehicle hill-climbing control method.

[0019] This embodiment of the application can determine whether a preset slope thermal management strategy needs to be activated when the vehicle is in climbing mode, based on the vehicle's surrounding environmental parameters, the gradient of the current slope, and the current state parameters. If activation is required, the vehicle's slope thermal management strategy is activated, and the target coolant temperature is adjusted according to the surrounding environmental parameters and the slope. This adjusted target coolant temperature is then used to further refine the slope thermal management strategy, controlling the vehicle to complete the corresponding climbing action. This approach focuses on climbing energy while simultaneously adjusting the target coolant temperature to ensure the transmission oil temperature remains within a reasonable range, preventing overheating that could limit torque, improving the user's climbing and starting performance, and enhancing the driving experience. Therefore, it solves the technical problems of related technologies that focus on preventing vehicle rollback but fail to address the vehicle's climbing difficulties, and where maintaining a reasonable temperature range for vehicle equipment cooling under climbing conditions poses certain safety hazards.

[0020] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0022] Figure 1 This is a flowchart of a vehicle hill-climbing control method according to an embodiment of this application;

[0023] Figure 2 This is a schematic diagram of a vehicle thermal management architecture according to an embodiment of this application;

[0024] Figure 3 This is a schematic diagram illustrating the principle of a vehicle hill-climbing control method according to an embodiment of this application;

[0025] Figure 4 This is a schematic diagram of water temperature and oil temperature curves for different schemes within a WLTC (Worldwide Harmonized Light Vehicles Test Cycle) cycle according to an embodiment of this application;

[0026] Figure 5 This is a schematic diagram of water temperature distribution according to an embodiment of this application;

[0027] Figure 6 This is a schematic diagram of the transmission oil temperature distribution according to an embodiment of this application;

[0028] Figure 7 This is a schematic diagram illustrating the working condition verification results according to an embodiment of this application;

[0029] Figure 8 This is a schematic diagram of the structure of a vehicle hill-climbing control device according to an embodiment of this application;

[0030] Figure 9 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0031] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0032] The following description, with reference to the accompanying drawings, describes a vehicle hill-climbing control method, device, vehicle, and storage medium according to embodiments of this application. Addressing the technical problems mentioned in the background art, which focus on preventing vehicle rollback but do not solve the hill-climbing dilemma, and where vehicle equipment cooling is difficult to maintain within a reasonable temperature range under hill-climbing conditions, posing certain safety hazards, this application provides a multimedia sharing method for vehicles. In this method, when the vehicle is in hill-climbing mode, based on the vehicle's surrounding environmental parameters, the gradient of the current driving slope, and current state parameters, it is determined whether the vehicle needs to activate a preset hill-climbing thermal management strategy. When activation is required, the vehicle's hill-climbing thermal management strategy is activated, and the vehicle's target coolant temperature is corrected based on the surrounding environmental parameters and the slope. The corrected target coolant temperature is then used to further refine the hill-climbing thermal management strategy, enabling the vehicle to complete the corresponding hill-climbing action. This approach focuses on hill-climbing energy while simultaneously correcting the target coolant temperature to ensure the transmission oil temperature remains within a reasonable range, preventing excessively high oil temperatures that could lead to torque limitation, improving the user's hill-climbing and starting performance, and enhancing the user's driving experience. This solves the technical problem that focuses on preventing vehicles from rolling away, but does not solve the problem of vehicles climbing hills, and that the cooling of vehicle equipment is difficult to maintain within a reasonable temperature range under climbing conditions, which poses certain safety hazards.

[0033] Specifically, Figure 1 This is a schematic flowchart illustrating a vehicle hill-climbing control method provided in an embodiment of this application.

[0034] like Figure 1 As shown, the vehicle's hill-climb control method includes the following steps:

[0035] In step S101, when the vehicle is in climbing mode, the surrounding environment parameters of the vehicle, the slope of the current driving slope, and the current state parameters are obtained.

[0036] In actual implementation, the embodiments of this application can determine that the vehicle is in climbing mode and use the vehicle's related equipment, such as cameras, sensors, and map modules, to obtain the vehicle's surrounding environment parameters, the slope of the current driving lane, and current status parameters, such as engine speed and engine load.

[0037] In step S102, based on surrounding environmental parameters, slope, and current state parameters, it is determined whether the vehicle meets the preset slope thermal management strategy activation conditions. These preset slope thermal management strategy activation conditions include: the transmission oil temperature in the current state parameters is greater than or equal to a first preset temperature threshold; the actual engine coolant temperature in the current state parameters is greater than or equal to a second preset temperature threshold; the speed difference between the engine and clutch in the current state parameters is greater than or equal to a second preset speed threshold; the current ambient temperature in the current environmental parameters is greater than or equal to a third temperature threshold; and the transmission gear in the current state parameters is neither in park nor in neutral.

[0038] After entering a slope, this embodiment of the application can acquire signals such as ambient temperature, current slope, target and actual engine coolant temperature, transmission oil temperature, and TMM (Thermal Management Module) status, and then determine whether the vehicle meets the preset slope thermal management strategy activation conditions to activate the slope start thermal management strategy.

[0039] For example, the activation conditions for the preset slope thermal management strategy may include: when the transmission oil temperature is ≥90℃ (depending on the clutch friction plate condition); the actual engine coolant temperature is ≥95℃; the speed difference between the engine and the clutch is ≥500r / min (in a slipping state); the ambient temperature is ≥25℃; and the transmission gear is in a non-PN state.

[0040] In step S103, if the vehicle meets the preset slope thermal management conditions, the vehicle's slope thermal management strategy is activated, and the target water temperature of the vehicle is corrected according to the surrounding environmental parameters and slope. The corrected target water temperature is then used to correct the slope thermal management strategy, so as to control the vehicle to complete the corresponding climbing action.

[0041] It is understandable that, such as Figure 2 As shown, intelligent thermal management technology can provide a higher coolant temperature to the engine at low speeds and light loads, reducing friction and improving fuel efficiency; at high speeds and heavy loads, it can lower the engine coolant temperature, improve knocking, reduce exhaust temperature, and reduce enrichment; during the warm-up process, it can quickly warm up the engine by shutting down all branches and working with the electric water pump, reducing emissions and fuel consumption. This includes the thermal management module, expansion tank, radiator, turbocharger, electric water pump, oil cooler, etc.

[0042] During the closed-loop phase, the difference between the target water temperature and the actual water temperature serves as the input condition for the TMM opening. Simply put, the higher the actual water temperature, the larger the TMM valve opening, increasing the water flow through the large circulation and enhancing the cooling capacity to achieve the effect of lowering the water temperature.

[0043] Normal target coolant temperature control is related to engine speed and load. The main purpose is to keep the engine working in its optimal state and ensure good economy, power and reliability. Generally, a higher target coolant temperature is used at low speed and low load, and a lower target coolant temperature is used at high speed, as shown in Table 1. Table 1 is the target coolant temperature table in the vehicle's slope thermal management strategy.

[0044] Table 1

[0045]

[0046] To avoid affecting the normal target water temperature control range, the target water temperature is set only for the uphill start-up condition. The revised uphill start-up thermal management strategy uses interpolation calculations based on different ambient temperatures of 25-30℃, 35℃, and 30-35℃ to obtain different target water temperatures. As the ambient temperature increases, the target water temperature decreases. The target water temperature above 25-30℃ is evaluated to have decreased by 3-4℃ at each uphill start-up condition point, as shown in Tables 2 and 3. Table 2 shows the target water temperature setting table for an ambient temperature of 25-30℃, and Table 3 shows the target water temperature setting table for an ambient temperature above 35℃.

[0047] Table 2

[0048]

[0049] Table 3

[0050]

[0051] In addition, the target water temperature can also be corrected by the slope in the embodiments of this application. The greater the slope, the lower the target water temperature. As shown in Table 4, Table 4 is a table of slope correction for target water temperature.

[0052] Table 4

[0053] slope% 0 10 20 30 Target water temperature correction amount (°C) 0 -3 -5 -8

[0054] The difference between the target and actual temperatures is used as the closed-loop control input for the thermal management module. The higher the actual water temperature, the larger the opening degree of the thermal management module, with a maximum opening degree of 100%, achieving continuous control of the water temperature. At the same time, combined with PID (Proportional-Integral-Derivative Controller) control, the actual water temperature is controlled within ±3℃ under steady-state conditions to avoid water temperature fluctuations.

[0055] The above strategy is used preferentially. To prevent further increases in oil temperature, the transmission control unit sends a fan duty cycle activation request via CAN, controlling the fan based on the current oil temperature and its rate of change. This improves the real-time performance and predictability of oil temperature cooling, preventing excessively rapid temperature increases that could lead to insufficient fan cooling. The impact of transmission oil temperature on the fan duty cycle is shown in Table 5.

[0056] Table 5

[0057]

[0058] Meanwhile, the embodiments of this application can add slope correction to meet the cooling requirements under different slopes.

[0059] The fan duty cycle correction can be shown in Table 6.

[0060] Table 6

[0061]

[0062] Optionally, in one embodiment of this application, after controlling the vehicle to complete the corresponding climbing action using the modified slope thermal management strategy, the method further includes: determining whether the vehicle meets the preset climbing end condition based on driving parameters and slope; if the vehicle meets the preset climbing end condition, restoring the target water temperature to the temperature before modification; otherwise, modifying the slope thermal management strategy using the modified target water temperature.

[0063] As one possible implementation, this application embodiment can determine whether the vehicle speed is greater than 10km / h and the gradient is less than 5% after the climbing action is completed. If the above conditions are met, the target water temperature is restored to the temperature before correction. Otherwise, it means that the vehicle is still in the climbing condition. At this time, the slope thermal management strategy is corrected according to the modified target water temperature.

[0064] Optionally, in one embodiment of this application, the method further includes: obtaining the road conditions ahead; and activating the vehicle's hill-climbing mode when the road conditions ahead are sloping and the vehicle's driving parameters meet the preset hill-start conditions.

[0065] In practical implementation, this application embodiment can determine the vehicle's mode using two methods. First, if the user activates navigation or uses cloud-based information, road conditions up to 1km ahead can be obtained via map information, such as slopes, curves, slope length, gradient, and speed limits. Second, if navigation is not activated, when the vehicle enters a slope, the gradient signal from the ESP (Electronic Stability Program) controller is used. This gradient is emitted by a tilt sensor installed on the vehicle. This acceleration sensor is installed in the vehicle's suspension system or chassis and can measure the vehicle's tilt angle under different road conditions. Currently, the calculation of vehicle gradient signals is relatively mature, and gradient information is already a commonly used parameter in the vehicle's chassis braking and transmission systems, so there is no need to additionally access this signal.

[0066] Optionally, in one embodiment of this application, the preset hill start conditions include: engine speed in the driving parameters being less than or equal to a first preset speed threshold; vehicle speed in the driving parameters being less than or equal to a preset vehicle speed; throttle opening in the driving parameters being greater than or equal to a preset opening; and engine load in the driving parameters being less than or equal to a preset load.

[0067] In some embodiments, when a vehicle enters a slope, the clutch temperature increases, mainly in the low speed and high load area. Therefore, it is necessary to accurately identify the slope start. For example, the preset slope start conditions may include: engine speed ≤2000r / min; vehicle speed ≤80km / h; slope ≥10%; throttle opening ≥50%; engine load ≤140%.

[0068] Combination Figures 3 to 7 As shown, an embodiment is used to illustrate the working principle and effectiveness verification of the vehicle hill-climbing control method of this application.

[0069] like Figure 3 As shown, embodiments of this application may include the following steps:

[0070] Step S1: Activate the vehicle's hill-climbing mode. This embodiment can determine the vehicle's mode using two methods. First, if the user activates navigation or uses cloud-based information, road conditions up to 1km ahead can be obtained via map information, such as slopes, curves, slope length, gradient, and speed limits. Second, if navigation is not activated, when the vehicle enters a hill, the gradient signal from the ESP controller, generated by a tilt sensor installed on the vehicle (an acceleration sensor mounted in the suspension system or chassis), measures the vehicle's tilt angle under different road conditions.

[0071] Step S2: Lower the target water temperature. In this embodiment, interpolation calculations can be performed based on different ambient temperatures to obtain different target water temperatures, and the target water temperature is corrected by considering the slope.

[0072] Step S3: Fan Request. In this embodiment of the application, to prevent the oil temperature from rising further, the transmission control unit sends a fan duty cycle activation request via CAN, and controls the fan based on the current oil temperature and the rate of change of oil temperature, thereby improving the real-time performance and predictability of oil temperature cooling and preventing the problem of insufficient fan cooling caused by the oil temperature rising too quickly.

[0073] Step S4: Strategy Verification. The effect verification of this application embodiment can be performed as follows:

[0074] 1. WLTC Cyclic Verification

[0075] The WLTC cycle is a testing cycle established by the United Nations, widely applicable to numerous countries and regions including the European Union, the United States, Japan, and South Korea. It is currently the globally recommended emission or fuel consumption testing standard, designed to more accurately simulate real-world driving conditions. It includes different driving stages, such as urban roads, suburban roads, and highways, as well as different driving behaviors, such as rapid acceleration and sudden braking.

[0076] Taking an ambient temperature of 40℃ as an example, the water temperature decreases by an average of 9℃ (97→88), the transmission oil temperature decreases by 8℃ (100→92), and the fuel consumption deteriorates by 0.83%, which meets the development goals and is acceptable.

[0077] Combination Figures 4 to 7 As shown, tests were conducted in Chongqing at an ambient temperature of 40℃ (Chongqing has high summer temperatures, complex road conditions, and numerous, steep, and long slopes, providing a suitable environment for transmission testing). Through big data statistical analysis, after adopting the new solution, the target coolant temperature decreased from 97℃ to 88℃, and the transmission oil temperature decreased from 102℃ to 94℃ (more than 99% of the oil temperature points are below 94℃), an average reduction of 8℃. No torque limitation occurred, greatly improving the problems of torque limitation and difficulty in climbing caused by excessively high automatic transmission oil temperature.

[0078] Furthermore, data shows that the TMM valve opening increased to 60%, meaning the TMM valve has a large opening margin. This strategy can also be used to further reduce the target water temperature. Additionally, the fan duty cycle remained largely consistent before and after testing, thus avoiding the poor NVH (Noise, Vibration, and Harshness) issues commonly encountered in the industry due to increasing the fan duty cycle.

[0079] Step S5: Strategy Exit. This embodiment of the application can determine whether the vehicle speed is greater than 10 km / h and the gradient is less than 5% after completing the hill climb, and restore the target water temperature to the temperature before correction if the above conditions are met.

[0080] In summary, the embodiments of this application can perform graded control of target coolant temperature and transmission oil temperature based on road map information and TMM, combined with slope information, ambient temperature, engine coolant temperature, transmission oil temperature, engine torque, TMM opening (thermal management module), engine speed, and clutch speed. This ensures that the transmission oil temperature is within a reasonable range, avoids excessive oil temperature leading to torque limitation, improves the user's hill-climbing and starting performance, and enhances the user's driving experience.

[0081] The vehicle hill-climbing control method proposed in this application can determine whether a preset hill-climbing thermal management strategy needs to be activated when the vehicle is in hill-climbing mode, based on the vehicle's surrounding environmental parameters, the gradient of the current driving slope, and the current state parameters. If activation is required, the vehicle's hill-climbing thermal management strategy is activated, and the target coolant temperature is adjusted according to the surrounding environmental parameters and the slope. The adjusted target coolant temperature is then used to further refine the hill-climbing thermal management strategy, enabling the vehicle to complete the corresponding hill-climbing action. This approach balances hill-climbing energy with target coolant temperature adjustment, ensuring the transmission oil temperature remains within a reasonable range and preventing overheating that could limit torque. This improves the user's hill-climbing and starting performance, enhancing the driving experience. Therefore, this method solves the technical problems of related technologies that focus on preventing vehicle rollback but fail to address the hill-climbing challenge, and where maintaining a reasonable temperature range for vehicle equipment cooling during hill-climbing conditions poses certain safety hazards.

[0082] Next, referring to the accompanying drawings, a vehicle hill-climbing control device according to an embodiment of this application is described.

[0083] Figure 8 This is a block diagram of a vehicle hill-climbing control device according to an embodiment of this application.

[0084] like Figure 8 As shown, the vehicle's hill-climbing control device 10 includes: a first acquisition module 100, a first judgment module 200, and a first control module 300.

[0085] Specifically, the first acquisition module 100 is used to acquire the vehicle's surrounding environment parameters, the slope of the current driving slope, and the current status parameters when the vehicle is in climbing mode.

[0086] The first judgment module 200 is used to determine whether the vehicle meets the preset slope thermal management strategy activation conditions based on surrounding environmental parameters, slope and current state parameters.

[0087] The first control module 300 is used to activate the vehicle's slope thermal management strategy when the vehicle meets the preset slope thermal management conditions, and to correct the vehicle's target water temperature according to the surrounding environmental parameters and slope, and to use the corrected target water temperature to correct the slope thermal management strategy, so as to control the vehicle to complete the corresponding climbing action using the corrected slope thermal management strategy.

[0088] Optionally, in one embodiment of this application, the vehicle's hill-climbing control device 10 further includes: a second judgment module and a second control module.

[0089] The second judgment module is used to determine whether the vehicle meets the preset climbing end conditions based on driving parameters and slope.

[0090] The second control module is used to restore the target water temperature to the temperature before correction if the vehicle meets the preset climbing end conditions; otherwise, it uses the corrected target water temperature to correct the ramp thermal management strategy.

[0091] Optionally, in one embodiment of this application, the vehicle's hill-climbing control device 10 further includes a second acquisition module and an activation module.

[0092] The second acquisition module is used to acquire the road conditions ahead.

[0093] The activation module is used to activate the vehicle's hill-climbing mode when the road ahead is sloping and the vehicle's driving parameters meet the preset hill-start conditions.

[0094] Optionally, in one embodiment of this application, the preset hill start conditions include: engine speed in the driving parameters being less than or equal to a first preset speed threshold; vehicle speed in the driving parameters being less than or equal to a preset vehicle speed; throttle opening in the driving parameters being greater than or equal to a preset opening; and engine load in the driving parameters being less than or equal to a preset load.

[0095] Optionally, in one embodiment of this application, the activation conditions for the preset ramp thermal management strategy include: the transmission oil temperature in the current state parameters is greater than or equal to a first preset temperature threshold; the actual engine coolant temperature in the current state parameters is greater than or equal to a second preset temperature threshold; the speed difference between the engine and the clutch in the current state parameters is greater than or equal to a second preset speed threshold; the current ambient temperature in the current environmental parameters is greater than or equal to a third temperature threshold; and the transmission gear in the current state parameters is neither in the parking gear nor in the neutral gear.

[0096] It should be noted that the foregoing explanation of the vehicle hill-climb control method embodiment also applies to the vehicle hill-climb control device of this embodiment, and will not be repeated here.

[0097] The vehicle hill-climbing control device proposed in this application can, when the vehicle is in hill-climbing mode, determine whether the vehicle needs to activate a preset hill-climbing thermal management strategy based on the vehicle's surrounding environmental parameters, the gradient of the current driving slope, and the current state parameters. If activation is required, the vehicle's hill-climbing thermal management strategy is activated, and the target coolant temperature is adjusted based on the surrounding environmental parameters and the slope. This adjusted target coolant temperature is then used to further refine the hill-climbing thermal management strategy, controlling the vehicle to complete the corresponding hill-climbing action. This approach balances hill-climbing energy with target coolant temperature adjustment, ensuring the transmission oil temperature remains within a reasonable range, preventing overheating that could limit torque, improving hill-climbing performance, and enhancing the user's driving experience. This solves the technical problems of related technologies that focus on preventing vehicle rollback but fail to address the hill-climbing challenge, and where maintaining a reasonable temperature range for vehicle equipment during hill-climbing conditions poses certain safety hazards.

[0098] Figure 9 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0099] The memory 901, the processor 902, and the computer program stored on the memory 901 and capable of running on the processor 902.

[0100] When the processor 902 executes the program, it implements the vehicle hill-climbing control method provided in the above embodiments.

[0101] Furthermore, the vehicle also includes:

[0102] Communication interface 903 is used for communication between memory 901 and processor 902.

[0103] The memory 901 is used to store computer programs that can run on the processor 902.

[0104] The memory 901 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0105] If the memory 901, processor 902, and communication interface 903 are implemented independently, then the communication interface 903, memory 901, and processor 902 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 9 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0106] Optionally, in a specific implementation, if the memory 901, processor 902, and communication interface 903 are integrated on a single chip, then the memory 901, processor 902, and communication interface 903 can communicate with each other through an internal interface.

[0107] The processor 902 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0108] This embodiment also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-described vehicle hill-climbing control method.

[0109] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle hill-climbing control method provided in this embodiment of the invention.

[0110] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0111] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0112] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0113] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0114] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0115] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0116] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0117] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A hill climbing control method of a vehicle, characterized by, The method comprises the following steps: obtaining the surrounding environment parameters of the vehicle, the slope of the current driving slope and the current state parameters when the vehicle is in the climbing mode; determining whether the vehicle meets the preset slope heat management strategy activation condition based on the surrounding environment parameters, the slope and the current state parameters; if the vehicle meets the preset slope heat management strategy activation condition, enabling the slope heat management strategy of the vehicle, correcting the target water temperature of the vehicle according to the surrounding environment parameters and the slope, and correcting the slope heat management strategy by using the corrected target water temperature, so as to control the vehicle to complete the corresponding climbing action by using the corrected slope heat management strategy; the preset slope heat management strategy activation condition comprises: the transmission oil temperature in the current state parameters is greater than or equal to a first preset temperature threshold; the engine actual coolant temperature in the current state parameters is greater than or equal to a second preset temperature threshold; the speed difference between the engine and the clutch in the current state parameters is greater than or equal to a second preset speed threshold; the current environment temperature in the surrounding environment parameters is greater than or equal to a third temperature threshold; the transmission gear in the current state parameters is not in the parking gear and is not in the neutral gear.

2. The method of claim 1, wherein, after controlling the vehicle to complete the corresponding climbing action by using the corrected slope heat management strategy, further comprising: determining whether the vehicle meets the preset climbing end condition based on the driving parameters and the slope; if the vehicle meets the preset climbing end condition, restoring the target water temperature to the temperature before correction, otherwise, correcting the slope heat management strategy by using the corrected target water temperature.

3. The method of claim 1, wherein, further comprising: obtaining the front road condition in front of the road; in the case that the front road condition is a slope road condition and the driving parameters of the vehicle meet the preset slope starting condition, activating the climbing mode of the vehicle.

4. The method of claim 3, wherein, the preset slope starting condition comprises: the engine speed in the driving parameters is less than or equal to a first preset speed threshold; the vehicle speed in the driving parameters is less than or equal to a preset vehicle speed; the throttle opening in the driving parameters is greater than or equal to a preset opening; the engine load in the driving parameters is less than or equal to a preset load.

5. A hill-climbing control device for a vehicle, characterized by comprising: comprising: a first obtaining module, configured to obtain the surrounding environment parameters of the vehicle, the slope of the current driving slope and the current state parameters when the vehicle is in the climbing mode; a first determining module, configured to determine whether the vehicle meets the preset slope heat management strategy activation condition based on the surrounding environment parameters, the slope and the current state parameters; a first control module, configured to enable the slope heat management strategy of the vehicle and correct the target water temperature of the vehicle according to the surrounding environment parameters and the slope if the vehicle meets the preset slope heat management strategy activation condition, and correct the slope heat management strategy by using the corrected target water temperature, so as to control the vehicle to complete the corresponding climbing action by using the corrected slope heat management strategy; the preset slope heat management strategy activation condition comprises: the transmission oil temperature in the current state parameters is greater than or equal to a first preset temperature threshold; the engine actual coolant temperature in the current state parameters is greater than or equal to a second preset temperature threshold value; a speed difference between the engine and the clutch in the current state parameters is greater than or equal to a second preset speed threshold value; a current ambient temperature in the ambient environment parameters is greater than or equal to a third temperature threshold value; the gear of the transmission in the current state parameters is not in a parking gear and is not in a neutral gear.

6. The apparatus of claim 5, wherein, Further comprising: a second judging module configured to judge whether the vehicle meets a preset climb end condition based on the driving parameters and the slope; a second control module configured to, if the vehicle meets the preset climb end condition, restore the target water temperature to the temperature before the correction, otherwise, correct the hill-start management strategy by using the corrected target water temperature.

7. The apparatus of claim 5, wherein, Further comprising: a second obtaining module configured to obtain a front road condition in front of a road; an activating module configured to, if the front road condition is a slope road condition and the driving parameters of the vehicle meet a preset slope starting condition, activate a climb mode of the vehicle.

8. A vehicle characterized by comprising: comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the vehicle climb control method according to any one of claims 1-4.

9. A computer readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the vehicle climb control method according to any one of claims 1-4.

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