A vehicle anti-slip control method, device, equipment and storage medium

Abstract

The application discloses a vehicle anti-slip control method, device, equipment and storage medium. When the method provided by the application is executed, the longitudinal acceleration and speed of the target vehicle are first monitored in real time, and the slope of the road where the vehicle is located is calculated based on the data. If it is detected that the road slope exceeds the set threshold, the current brake pedal state of the target vehicle is obtained. When the brake pedal signal is valid and in a continuous depression state, and the vehicle braking duration reaches a certain length of time, it is detected whether the brake pedal of the target vehicle is completely released, and if so, the current gear information and motor speed of the target vehicle are obtained. Then, according to the current gear information, it is judged whether the target vehicle is in D gear and the motor speed meets the specific range of the slip, or whether it is in R gear and meets the speed range condition of another slip, and if so, the motor anti-slip function of the target vehicle is activated to ensure that the vehicle will not appear overcharged on the slope.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a vehicle anti-slip control method, device, equipment and storage medium. BACKGROUND

[0002] With the increasingly stringent environmental regulations and the gradual popularization of new energy technologies, the pure electrification of various vehicles is becoming an obvious trend. For vehicles that need to carry a large weight, especially those used for cargo or personnel transportation, the anti-slip function becomes particularly critical. Especially when the vehicle is heavily loaded or faces a steep slope, the anti-slip function can ensure that the vehicle automatically parks after stopping, giving the user sufficient reaction time to brake or accelerate to continue driving if necessary.

[0003] Currently, some vehicles mainly realize automatic parking and hill start assistance through the Autohold function of the equipped Electronic Stability Control (ESC) and Electronic Parking Brake (EPB), but these function configurations are relatively expensive. For pure electric vehicles, the Vehicle Control Unit (VCU) is usually used to detect and avoid vehicle backsliding, by sending a zero speed control instruction to the motor controller to set the drive motor speed to 0 to prevent vehicle backsliding. However, on a steep slope, even if the drive motor speed is controlled to 0, due to the existence of filter and response delay of motor torque, the vehicle will still produce inertial backsliding due to gravity. If the power battery has a high power, the kinetic energy of the vehicle will be converted into electrical energy and fed back to the power battery. When the vehicle backsliding speed is fast, this back-charge power may exceed the safe charging limit of the power battery, causing the risk of overcharging the power battery.

[0004] Therefore, how to avoid overcharging the power battery of the vehicle when the vehicle backsliding speed is fast is a technical problem that technicians in the field urgently need to solve. SUMMARY

[0005] Based on the above problems, the present application provides a vehicle anti-slip control method, device, equipment and storage medium, which can avoid overcharging the power battery of the vehicle when the vehicle backsliding speed is fast.

[0006] The embodiments of the present application disclose the following technical solutions:

[0007] A vehicle anti-slip control method applied to a vehicle control unit VCU, the method comprising:

[0008] obtaining a real-time longitudinal acceleration and a real-time vehicle speed of the target vehicle, and calculating a real-time road slope of a road where the target vehicle is located based on the real-time longitudinal acceleration and the real-time vehicle speed;

[0009] if the real-time road slope is greater than a slope threshold, obtaining a current brake pedal state of the target vehicle;

[0010] if the current brake pedal state is a pedal-down state, the pedal-down state is a valid state, and a maintaining time of vehicle braking is greater than or equal to a first time threshold, detecting whether the brake pedal of the target vehicle is completely released, and if so, obtaining first current gear information and a current motor speed of the target vehicle; the pedal-down state indicates that a user steps on the brake pedal and maintains the state; the first current gear information is used to indicate a gear state of an operating gear when the pedal-down state is the valid state;

[0011] if the first current gear information indicates that a current gear state of the target vehicle is a driving gear D gear and the current motor speed meets a first speed range, controlling the target vehicle to trigger a motor anti-slip function;

[0012] if the first current gear information indicates that the current gear state of the target vehicle is a reverse gear R gear and the current motor speed meets a second speed range, controlling the target vehicle to trigger the motor anti-slip function.

[0013] In a possible implementation, after the target vehicle triggers the motor anti-slip function, the method further includes:

[0014] when it is detected that the target vehicle meets a motor anti-slip function exit condition, controlling the target vehicle to disable the motor anti-slip function;

[0015] wherein the motor anti-slip function exit condition includes any one of the following: the brake pedal of the target vehicle is stepped on again, an absolute value of a real-time drive motor request torque of the target vehicle is greater than an absolute value of a drive motor hill-holding actual torque, a time length for which the target vehicle continuously triggers the motor anti-slip function is greater than a second time threshold, a current gear of the target vehicle is the D gear and a first real-time motor speed of the target vehicle is less than a first preset speed threshold, and a current gear of the target vehicle is the R gear and the first real-time motor speed of the target vehicle is greater than a second preset speed threshold; the first real-time motor speed is an actual speed of the motor of the target vehicle at any time after the target vehicle triggers the motor anti-slip function.

[0016] In a possible implementation, after the control of the target vehicle to disable the motor anti-slip function, the method further includes:

[0017] Obtaining the available charging capacity of the power battery of the target vehicle; the available charging capacity represents the remaining power or capacity of the power battery of the target vehicle that can be charged;

[0018] If the available charging capacity is less than the capacity threshold, obtaining the second current gear information and the second real-time motor speed of the target vehicle; the second real-time motor speed is the actual speed of the motor of the target vehicle at any time after the target vehicle exits the motor anti-slope roll function state; the second current gear information indicates the gear state of the operating gear of the target vehicle after the target vehicle exits the motor anti-slope roll function state;

[0019] activating an electronic parking brake (EPB) anti-hill roll function of the target vehicle based on the second current gear information and the second real-time motor speed, clearing the motor output torque of the target vehicle to zero, and locking the gear of the target vehicle; activating the electronic parking brake (EPB) anti-hill roll function of the target vehicle includes controlling the EPB caliper of the target vehicle to lock;

[0020] Based on the EPB anti-slope roll function exit conditions, reset operation conditions and the required torque of the target vehicle, the motor output torque of the target vehicle is restored, the gear of the target vehicle is unlocked, and the EPB caliper of the target vehicle is controlled to be unlocked so that the target vehicle can start on a slope; the required torque is the torque generated by the user on the motor of the target vehicle.

[0021] In one possible implementation, the gear status indicated by the second current gear information includes always being in the D gear, always being in the R gear, the gear being transiently switched from the D gear to the R gear, and the gear being transiently switched from the R gear to the D gear.

[0022] In one possible implementation, activating the EPB anti-slope function of the target vehicle based on the second current gear information and the second real-time motor speed includes:

[0023] If the gear state indicated by the second current gear information includes being in the D gear or the gear state being transiently switched from the D gear to the R gear, determining whether the second real-time motor speed satisfies a third speed range; if so, activating an EPB anti-hill roll function of the target vehicle;

[0024] If the gear status indicated by the second current gear information includes being in the R gear all the time or the gear being transiently switched from the R gear to the D gear, then determine whether the second real-time motor speed meets the fourth speed range; if so, activate the EPB anti-slope function of the target vehicle.

[0025] In one possible implementation, the target vehicle satisfies the EPB anti-slope rollback function exit conditions, including the EPB caliper of the target vehicle being in a clamped state, the target vehicle continuously activating the EPB anti-slope rollback function for a period greater than a third time threshold, and the target vehicle performing any one of the power-off operations; the reset operation includes a throttle reset operation or the target vehicle performing a power-off operation.

[0026] In one possible implementation, based on the EPB anti-slope function exit condition, the reset operation condition, and the required torque of the target vehicle, restoring the motor output torque and the gear position of the target vehicle, and controlling the EPB caliper of the target vehicle to unlock, includes:

[0027] If it is detected that the target vehicle meets the EPB anti-slope function exit condition, detecting whether the target vehicle has the reset operation condition;

[0028] If the target vehicle is in a reset operation state, restoring the motor output torque of the target vehicle, unlocking the gear of the target vehicle, and obtaining the required torque of the target vehicle;

[0029] If the required torque is greater than the EPB parking resistance torque of the target vehicle, the EPB caliper of the target vehicle is controlled to be unlocked; the EPB parking resistance torque is the braking torque applied by the EPB system to the target vehicle in parking mode.

[0030] A control device for preventing a vehicle from sliding downhill, the device comprising:

[0031] a first acquiring unit, configured to acquire a real-time longitudinal acceleration and a real-time vehicle speed of a target vehicle, and calculate a real-time road slope of a road on which the target vehicle is located based on the real-time longitudinal acceleration and the real-time vehicle speed;

[0032] a second acquiring unit, configured to acquire a current brake pedal state of the target vehicle if the real-time road slope is greater than a slope threshold;

[0033] The second detection unit is used to detect whether the brake pedal of the target vehicle is completely released if the current brake pedal state is a depressed state, the depressed state is a valid state, and the vehicle brake is maintained for a time greater than or equal to a first time threshold.

[0034] a third acquisition unit, configured to acquire first current gear information and current motor speed of the target vehicle if the brake pedal of the target vehicle is completely released; the depressed state indicates that the user depresses the brake pedal and maintains this state; the first current gear information indicates the gear state of the operating gear when the depressed state is valid;

[0035] a first trigger control unit, if the first current gear information indicates that the current gear state of the target vehicle is a drive gear D gear and the current motor speed meets a first speed range, controlling the target vehicle to trigger a motor anti-slip function;

[0036] a second trigger control unit, if the first current gear information indicates that the current gear state of the target vehicle is a reverse gear R gear and the current motor speed meets a second speed range, controlling the target vehicle to trigger a motor anti-slip function.

[0037] A vehicle anti-slip control device, 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 anti-slip control method.

[0038] A computer readable storage medium, wherein instructions are stored in the computer readable storage medium, and when the instructions are executed on a terminal device, the terminal device executes the vehicle anti-slip control method.

[0039] Compared with the prior art, the present application has the following beneficial effects:

[0040] The present application provides a control method, device, equipment and storage medium for preventing a vehicle from rolling down a slope. Specifically, when executing the control method for preventing a vehicle from rolling down a slope provided in an embodiment of the present application, the real-time longitudinal acceleration and real-time vehicle speed of the target vehicle can be first obtained, and the real-time road slope of the road where the target vehicle is located can be calculated based on these data. If the real-time road slope is greater than the slope threshold, the current brake pedal state of the target vehicle is obtained. Then, if the current brake pedal state is a stepped state indicating that the user steps on the brake pedal and maintains this state, the stepped state is a valid state and the vehicle brake is maintained for a time greater than or equal to a first duration threshold, then the target vehicle's brake pedal is detected to see if it is completely released. If so, the first current gear information and the current motor speed of the target vehicle are obtained. The first current gear information is used to indicate the gear state of the operating gear when the stepped state is a valid state. If the first current gear information indicates that the current gear state of the target vehicle is D gear and the current motor speed meets the first speed range, the target vehicle is controlled to trigger the motor anti-slope rollback function; if the first current gear information indicates that the current gear state of the target vehicle is R gear and the current motor speed meets the second speed range, the target vehicle is controlled to trigger the motor anti-slope rollback function. When the present application detects that the brake pedal of the target vehicle is fully released, it will detect whether the current gear state of the target vehicle is D gear or R gear and whether the current motor speed of the target vehicle meets the speed range corresponding to slope rollback. If the current motor speed meets the speed range corresponding to slope rollback, the motor anti-slope rollback function of the target vehicle is triggered; otherwise, it is not triggered, thereby effectively preventing the target vehicle from overcharging its power battery on a slope. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in this embodiment or the prior art, the following is a brief introduction to the drawings required for use in the embodiment or the prior art description. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0042] Figure 1 A flow chart of a method for controlling a vehicle to prevent slope slipping provided in an embodiment of the present application;

[0043] Figure 2 A schematic diagram of the relationship between real-time road slope and real-time longitudinal acceleration provided in an embodiment of the present application;

[0044] Figure 3 A flow chart of a vehicle control method provided in an embodiment of the present application;

[0045] Figure 4 A flow chart of another vehicle control method provided in an embodiment of the present application;

[0046] Figure 5 A schematic structural diagram of a vehicle anti-slope control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0047] To facilitate understanding of the technical solutions provided by the embodiments of the present application, the background technology involved in the embodiments of the present application will be described below.

[0048] Available charging capacity represents the remaining power or capacity of the vehicle's power battery that can be charged.

[0049] With increasingly stringent environmental regulations and the increasing adoption of new energy technologies, the trend toward pure electrification of vehicles is becoming a clear one. For vehicles carrying heavy loads, especially those transporting freight or passengers, hill-roll prevention is crucial. When overloaded or facing a steep slope, this feature ensures the vehicle's position remains stable after coming to a stop, giving the user ample time to react and brake or accelerate as needed to continue driving. Currently, some vehicles utilize autohold features like ESC and EPB for automatic parking and hill-start assist, but these features are relatively expensive. For pure electric vehicles, a VCU is typically used to detect and prevent rollback. This is achieved by sending a zero-speed command to the motor controller, setting the drive motor speed to zero to prevent the vehicle from rolling backward. However, even with a zero-speed control on a steep slope, gravity can still cause the vehicle to roll backward due to inertia. If the vehicle's power battery is fully charged, kinetic energy is converted into electrical energy and fed back to the power battery. If the vehicle rolls backward rapidly, the fed-back charging power may exceed the specified limit, potentially overcharging the power battery.

[0050] In addition, when the vehicle's power battery uses a lithium iron phosphate battery, the charging capacity will be significantly affected when the battery is fully charged or at low temperatures (below 0°C). Under these conditions, the available charging capacity of the lithium iron phosphate battery drops to zero, limiting the battery's charging acceptance capacity. In this case, if the vehicle is in forward gear and rolls down a slope, the motor will generate a negative speed due to vehicle inertia. At this time, the motor needs to obtain energy from the power battery to maintain positive torque in order to restart on the slope. However, since the battery's available charging capacity is zero, the motor's positive torque capacity is limited by the battery's available charging capacity. Even if the user steps on the accelerator, the motor cannot output positive torque, resulting in insufficient starting ability of the vehicle on a slope, leading to dangerous situations such as the vehicle sliding backward and losing control.

[0051] In order to solve this problem, an embodiment of the present application provides a control method, device, equipment and storage medium for preventing a vehicle from rolling down a slope. After obtaining the real-time longitudinal acceleration and speed of the target vehicle, these data are used to calculate the real-time slope of the road where the vehicle is located. If the slope exceeds the set threshold, the brake pedal status of the vehicle is checked. If the brake pedal is pressed and maintained for a time exceeding the first time threshold, it is further detected whether the brake pedal of the target vehicle is completely released. If so, the current gear information and motor speed of the vehicle are obtained. If the gear is D gear and the motor speed is within the set range, the vehicle's motor anti-rolling function is triggered. Similarly, if the gear is R gear and the motor speed is within another set range, the same inspection and control operations are performed. The present application effectively avoids the overcharging of the vehicle on a slope by detecting whether the user keeps the brake pedal pressed and triggering the anti-rolling function according to the operating gear and motor speed, thereby enhancing the stability during parking and starting.

[0052] In addition, the present application will also obtain the available charging capacity of the target vehicle's power battery, that is, the remaining rechargeable electricity or capacity. If the available charging capacity is lower than the set threshold, the second current gear information and the second real-time motor speed of the target vehicle will be obtained, the latter being the actual speed of the motor after the vehicle exits the motor anti-slope function. Based on this information, the EPB anti-slope function of the target vehicle is activated, that is, the EPB caliper is controlled to clamp, and the motor output torque is cleared to zero and the vehicle's current gear is locked. According to the EPB anti-slope function exit conditions, reset operation and vehicle required torque, the motor output torque and gear lock are restored, and the EPB caliper is controlled to be released to meet the vehicle starting requirements, effectively avoiding the phenomenon of insufficient starting ability of the vehicle on a slope. For detailed steps, please refer to a vehicle control method provided in steps A1-A4 below.

[0053] The following will be combined with the accompanying 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 embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0054] See also Figure 1 , which is a flow chart of a method for controlling a vehicle to prevent a slope from sliding provided by an embodiment of the present application, as shown in FIG. Figure 1 As shown, the vehicle anti-slope control method may include steps S101-S105:

[0055] S101: Acquire the real-time longitudinal acceleration and real-time vehicle speed of a target vehicle, and calculate the real-time road slope of the road where the target vehicle is located based on the real-time longitudinal acceleration and the real-time vehicle speed.

[0056] The real-time longitudinal acceleration and real-time speed of the target vehicle are obtained, and the real-time road slope of the road on which the target vehicle is located is calculated based on the data, which means that the vehicle anti-slip control system monitors the longitudinal acceleration and speed of the vehicle during driving and infers the road slope of the current road based on the data.

[0057] To obtain the real-time longitudinal acceleration and real-time speed of the target vehicle, sensors mounted on the vehicle can be used to detect the acceleration and speed information of the vehicle. These sensors can include acceleration sensors and speed sensors, etc. By reading the data provided by these sensors, the vehicle anti-slip control system can obtain the real-time longitudinal acceleration and real-time speed of the vehicle.

[0058] Once the data of real-time longitudinal acceleration and real-time speed are obtained, the vehicle anti-slip control system can use this information to calculate the real-time road slope of the road on which the vehicle is located. The slope of the road can be calculated based on the calculation formula of the inferred real-time road slope.

[0059] In one possible implementation, the calculation formula of the real-time road slope is as follows:

[0060]

[0061] wherein the physical meaning of each parameter is: a represents the real-time road slope, with the unit of rad; represents the first derivative of the real-time speed; arcsin is the mathematical symbol of the inverse sine function; g represents the gravitational acceleration, with the unit of m / s 2 ; a x represents the longitudinal acceleration, with the unit of m / s 2 .

[0062] Referring to Figure 2 , Figure 2 A schematic diagram of the relationship between the real-time road slope and the real-time longitudinal acceleration provided by an embodiment of the present application. Figure 2 The acceleration sensor in the vehicle measures the change in acceleration of the vehicle in a particular direction. Figure 2 The acceleration sensor in the vehicle can detect the longitudinal acceleration, lateral acceleration and vertical acceleration of the vehicle to provide data about the motion state.

[0063] S102: If the real-time road slope is greater than the slope threshold, the current brake pedal state of the target vehicle is obtained.

[0064] If the real-time road gradient exceeds the set gradient threshold, the target vehicle's current brake pedal status is obtained, indicating that the vehicle's slope protection control system will monitor the vehicle's current brake pedal usage. This means that when the vehicle is driving on a steep slope, the vehicle's slope protection control system will monitor whether the user is pressing the brake pedal, so that it can take appropriate control measures to ensure vehicle safety and prevent overcharging of the vehicle's power battery.

[0065] To achieve this function, the state of the brake pedal can be detected by sensors inside the vehicle. Typically, the vehicle's VCU can read the data provided by these sensors to determine the current state of the brake pedal.

[0066] In one possible implementation, the current brake pedal status includes but is not limited to the following:

[0067] Not pressed state: indicates that the user has not pressed the brake pedal and the vehicle is moving or stationary.

[0068] Lightly step on the brake pedal: This means the user gently steps on the brake pedal to slow down the vehicle or maintain speed.

[0069] Fully depressed: This means the user has fully depressed the brake pedal to slow down or stop the vehicle to the maximum extent possible.

[0070] Pressed state: Indicates that the user presses the brake pedal and maintains this state, perhaps to keep the vehicle stopped on a slope or perform other operations.

[0071] S103: If the current brake pedal state is in a depressed state, the depressed state is a valid state and the vehicle brake is maintained for a time greater than or equal to a first duration threshold, then detect whether the brake pedal of the target vehicle is completely released. If so, obtain the first current gear information and the current motor speed of the target vehicle.

[0072] When the vehicle's anti-slope control system detects that the brake pedal is in a depressed state (the user depresses the brake and keeps pressing it), and this state is considered valid, and the duration of the vehicle's brake stop exceeds or is equal to the set first time threshold, the vehicle's anti-slope control system will further detect whether the target vehicle's brake pedal is completely released. If the target vehicle's brake pedal is completely released at this time, the vehicle's anti-slope control system will obtain the target vehicle's first current gear information and current motor speed. In this case, the depressed state means that the user is continuously depressing the brake pedal. The first current gear information is used to indicate the state of the operating gear to help the vehicle's anti-slope control system determine whether the user has used different operating gears in specific situations. Vehicle brake stop means that the brake is depressed and the vehicle is stationary.

[0073] In other words, when the vehicle's hill-roll control system detects that the user has continuously depressed the brake pedal, and this state is considered valid and the vehicle has stopped for a set time threshold, the vehicle's hill-roll control system will detect whether the target vehicle's brake pedal is fully released. If so, it will obtain information about the current gear position and motor speed. This helps the vehicle's hill-roll control system take appropriate control measures in specific situations to ensure the safety and stability of the vehicle during operation.

[0074] In addition, when the vehicle's braking duration is greater than or equal to the first duration threshold and the brake pedal of the target vehicle is completely released, the first current gear information and current motor speed of the target vehicle are obtained, which can prevent the user from mistakenly triggering the motor's anti-slope function when quickly shifting gears and moving to a garage before the vehicle speed has stabilized.

[0075] In one possible implementation, the size of the first duration threshold can be, but is not limited to, set to any time between 0.5 and 1 second, and can also exceed 1 second, but cannot be less than 0.5 seconds. This application does not impose specific restrictions on the size of the first duration threshold, and users can adaptively adjust the size of the first duration threshold according to actual needs.

[0076] S104: If the first current gear information indicates that the current gear state of the target vehicle is the driving gear D and the current motor speed meets a first speed range, control the target vehicle to trigger a motor anti-slope function.

[0077] If the vehicle's anti-slope rolling control system detects that the target vehicle is currently in the driving gear, i.e., D (Drive) gear, and the current motor speed is within the first speed range, the vehicle's anti-slope rolling control system will trigger the vehicle's motor anti-slope rolling function.

[0078] In other words, the vehicle's hill-slide prevention control system determines whether further hill-slide prevention control is necessary based on the vehicle's current operating state and speed. When the vehicle is in D gear, if the system detects that the motor speed is less than a second preset speed value when the user releases the brake, the vehicle's hill-slide prevention control system automatically disables the motor hill-slide prevention function. This prevents the vehicle from rolling too quickly and then fully releasing the brake to enter zero-speed control, which could cause shock, jitter, and a motor overcurrent fault.

[0079] In one possible implementation, the first speed range may be, but is not limited to, -200 rpm to -20 rpm. This application does not impose any specific restrictions on the size of the first speed range, and users may adjust the size of the first speed range based on actual needs. RPM stands for revolutions per minute, which indicates the number of revolutions a rotating object makes per minute.

[0080] In one possible implementation, if the first current gear information indicates that the current gear state of the target vehicle is D gear, but the current motor speed does not meet the first speed range, the current motor speed is reacquired until the current motor speed meets the first speed range.

[0081] It should be noted that D gear: In cars, D stands for "Drive" and is usually used for normal driving. When the gear selector is moved to D gear, the vehicle automatically selects the appropriate gear for driving. This is usually the gear used in normal driving situations such as city roads and highways.

[0082] The motor's anti-slope function uses the vehicle's electric drive system to prevent the vehicle from sliding down a slope. By intelligently controlling the motor's torque and speed, the vehicle can be parked stably on a slope, preventing it from sliding down.

[0083] S105: If the first current gear information indicates that the current gear state of the target vehicle is the reverse gear (R) and the current motor speed satisfies a second speed range, control the target vehicle to trigger a motor anti-slope function.

[0084] If the vehicle's anti-slope rolling control system detects that the target vehicle is currently in the reverse gear, i.e., R (Reverse) gear, and the current motor speed is within the second speed range, the vehicle's anti-slope rolling control system will trigger the vehicle's motor anti-slope rolling function.

[0085] In other words, the vehicle's hill-slide prevention control system determines whether further hill-slide prevention control is necessary based on the vehicle's current operating state and speed. When the vehicle is in R gear, if the system detects that the motor speed is greater than a fourth preset speed value when the user releases the brake, the vehicle's hill-slide prevention control system automatically disables the motor hill-slide prevention function. This prevents the vehicle from rolling too quickly, which could cause shock when the brake is fully released and the motor enters zero speed control, leading to jitter in the motor control and a high risk of motor overcurrent faults.

[0086] In one possible implementation, the size of the second speed range can be but is not limited to +20rpm to +200rpm. This application does not impose specific restrictions on the size of the second speed range, and users can adaptively adjust the size of the second speed range according to actual needs.

[0087] In one possible implementation, if the second current gear information indicates that the current gear state of the target vehicle is R gear, but the current motor speed does not meet the second speed range, the current motor speed is reacquired until the current motor speed meets the second speed range.

[0088] It's important to note that R gear (in cars, R stands for "Reverse") is used for reverse operation. When the gear selector is in R gear, the vehicle reverses instead of moving forward. This gear is typically used for situations that require backward movement, such as reversing into or out of a parking space.

[0089] In a possible implementation, after the target vehicle triggers the motor anti-slope function, the method further includes:

[0090] When it is detected that the target vehicle meets the motor anti-slope rollback function exit condition, the target vehicle is controlled to disable the motor anti-slope rollback function.

[0091] In other words, when the vehicle's hill-roll prevention control system detects that the target vehicle meets the conditions for disabling the motor hill-roll prevention function, it will control the vehicle to disable the motor hill-roll prevention function. This means that the vehicle's hill-roll prevention control system will proactively disable or stop the motor hill-roll prevention function in specific circumstances, perhaps because the vehicle has passed through a specific area or scenario requiring this function, or because other conditions have arisen indicating that the function is no longer needed. This ensures that the vehicle's hill-roll prevention control system activates and deactivates the motor hill-roll prevention function at the appropriate time, making vehicle operation more intelligent and safer.

[0092] In one possible implementation, the exit conditions of the motor anti-hill roll function include the target vehicle's brake pedal being depressed again, the absolute value of the target vehicle's real-time drive motor requested torque being greater than the absolute value of the drive motor's actual torque on the slope, the target vehicle continuously triggering the motor anti-hill roll function for a time period greater than a second time period threshold, the target vehicle's current gear position being D gear and the target vehicle's first real-time motor speed being less than a first preset speed threshold, and the target vehicle's current gear position being R gear and the target vehicle's first real-time motor speed being greater than any one of the second preset speed thresholds.

[0093] It should be noted that the brake pedal of the target vehicle is pressed again: this means that the brake pedal has been pressed once at a certain point in time (the first time the brake pedal was pressed when the current brake pedal state in step S103 was pressed), and then the brake pedal was pressed again at another point in time thereafter.

[0094] The absolute value of the real-time driving motor request torque of the target vehicle is greater than the absolute value of the actual hill-holding torque of the driving motor: this means that the motor output torque currently requested by the target vehicle is greater than the hill-holding torque actually output by the motor.

[0095] The target vehicle continuously triggers the motor anti-slope roll function for a time period greater than the second time period threshold: this indicates that the vehicle has continuously used the motor anti-slope roll function for a time period exceeding the set second time period threshold.

[0096] The current gear of the target vehicle is D gear and the first real-time motor speed of the target vehicle is less than the first preset speed threshold: this means that the vehicle is currently in D gear, but the real-time motor speed is lower than the set first preset speed threshold.

[0097] The current gear of the target vehicle is R gear and the first real-time motor speed of the target vehicle is greater than the second preset speed threshold: this indicates that the vehicle is currently in R gear, but the real-time motor speed is higher than the set second preset speed threshold.

[0098] The first real-time motor speed refers to the actual motor speed of the target vehicle at any time after the target vehicle triggers the motor anti-slope function. The duration that the target vehicle continuously triggers the motor anti-slope function refers to the duration that the motor anti-slope function remains in effect.

[0099] In one possible implementation, the size of the first preset speed threshold can be but is not limited to -300 rpm. This application does not impose any specific restrictions on the size of the first preset speed threshold. Users can adaptively adjust the size of the first preset speed threshold according to actual needs.

[0100] In one possible implementation, the size of the second preset speed threshold can be but is not limited to +300rmp. This application does not impose specific restrictions on the size of the second preset speed threshold. Users can adaptively adjust the size of the second preset speed threshold according to actual needs.

[0101] After the target vehicle disables the motor anti-slope function, the target vehicle's electronic parking brake (EPB) anti-slope function can also be activated and the EPB anti-slope function can be disabled at an appropriate time to avoid the vehicle's insufficient starting ability on a slope. For the specific implementation process, see Figure 3 , Figure 3 This is a flow chart of a vehicle control method provided in an embodiment of the present application, which can be implemented through steps A1-A4:

[0102] A1: Obtain the available charging capacity of the power battery of the target vehicle.

[0103] Obtaining the available charging capacity of a target vehicle's power battery involves determining the amount of charge or capacity the battery can currently accept. This process primarily relies on the vehicle's Battery Management System (BMS), which monitors various battery data in real time, including remaining charge and state of charge. Specifically, the BMS uses sensors and data acquisition modules to track battery voltage, current, temperature, and state of charge to calculate the battery's remaining capacity. By reading this real-time data, the vehicle's hill-slide control system can determine the battery's current remaining charge (usually expressed as a percentage) and the maximum chargeable capacity (in kilowatt-hours or ampere-hours). For example, if the battery's total capacity is 50 kWh and the remaining charge is 30 kWh, the available charging capacity is 20 kWh. Obtaining this information involves connecting to the vehicle's diagnostic interface, extracting data from the BMS, and calculating the remaining charge capacity using a specific algorithm.

[0104] A2: If the available charging capacity is less than the capacity threshold, obtain the second current gear information and the second real-time motor speed of the target vehicle.

[0105] If the available charging capacity of the target vehicle is lower than the set capacity threshold, the vehicle's anti-slope control system will further obtain the vehicle's second current gear information and second real-time motor speed. The second real-time motor speed refers to the actual speed of the motor at any time after the vehicle is controlled to exit the motor anti-slope function state under the motor anti-slope function exit conditions. This shows the true value of the vehicle's motor speed when it is not affected by slope protection. The second current gear information refers to the current operating gear state of the vehicle after exiting the anti-slope function. This information can be obtained through the vehicle's Electronic Control Unit (ECU) data to determine the current operating state and motor speed, thereby providing accurate vehicle status data for further processing or adjustment.

[0106] In one possible implementation, the capacity threshold may be, but is not limited to, 20 kilowatts. This application does not impose any specific restrictions on the capacity threshold, and users may adaptively adjust the capacity threshold according to actual needs.

[0107] A3: activating the electronic parking brake (EPB) anti-hill roll function of the target vehicle based on the second current gear information and the second real-time motor speed, clearing the motor output torque of the target vehicle, and locking the gear of the target vehicle.

[0108] After the target vehicle meets the conditions for exiting the motor anti-slip function, the vehicle anti-slip control system will activate the EPB anti-slip function according to the second current gear information and the second real-time motor speed. This process first controls the EPB calipers of the target vehicle to be locked to apply the necessary braking force to maintain the stability of the vehicle on the slope. Then the output torque of the motor is cleared to zero to prevent the motor torque from interfering with the EPB hill holding torque. Then, the vehicle anti-slip control system will keep the current gear of the vehicle, preventing the gear from being cut to P (P is bound to EPB) due to EPB locking. Through these measures, the vehicle anti-slip control system effectively prevents the vehicle from slipping on the slope, ensuring driving safety.

[0109] The EPB anti-slip function refers to the function of using an electronic handbrake system to control the vehicle to prevent sliding on a slope when the vehicle is parked on the slope. Through the electronic handbrake system, emergency braking can be automatically activated on the slope to maintain vehicle stability.

[0110] It should be noted that activating the electronic parking brake EPB anti-slip function of the target vehicle refers to locking the EPB calipers of the vehicle to ensure that the vehicle can prevent sliding or rolling when parked on a slope. The EPB anti-slip function is designed to provide additional safety by locking the braking system to stabilize the vehicle.

[0111] In one possible implementation, the second current gear information indicates any one of the following gear states: always in D, always in R, gear transiently switched from D to R, and gear transiently switched from R to D.

[0112] In one possible implementation, the EPB anti-slip function of the target vehicle is activated based on the second current gear information and the second real-time motor speed, including:

[0113] If the second current gear information indicates that the gear state is always in D or the gear is transiently switched from D to R, it is determined whether the second real-time motor speed meets a third speed range; if so, the EPB anti-slip function of the target vehicle is activated;

[0114] If the second current gear information indicates that the gear state is always in R or the gear is transiently switched from R to D, it is determined whether the second real-time motor speed meets a fourth speed range; if so, the EPB anti-slip function of the target vehicle is activated.

[0115] Specifically, when the vehicle's gear status indicator indicates that the current gear is always in D, or when the gear is momentarily switched from D to R, the vehicle's hill-roll prevention control system checks whether the real-time motor speed is within a preset third speed range. If the motor speed falls within this range, the vehicle's hill-roll prevention control system activates the EPB function, designed to effectively prevent the vehicle from sliding or losing control due to gravity during driving, especially on slopes. On the other hand, if the gear status indicator indicates that the current gear is always in R, or when the gear is momentarily switched from R to D, the vehicle's hill-roll prevention control system checks whether the real-time motor speed is within a preset fourth speed range. If the motor speed falls within this range, the EPB function is also activated to prevent the vehicle from sliding due to slopes or other factors when reversing or changing gears.

[0116] In one possible implementation, the size of the third speed range can be but is not limited to -800rpm to -300rpm. This application does not impose specific restrictions on the size of the third speed range, and users can adaptively adjust the size of the third speed range according to actual needs.

[0117] In one possible implementation, the size of the fourth speed range can be but is not limited to +300rpm to +800rpm. This application does not impose specific restrictions on the size of the fourth speed range, and users can adaptively adjust the size of the fourth speed range according to actual needs.

[0118] A4: Based on the EPB anti-slope function exit conditions, reset operation conditions, and the required torque of the target vehicle, the motor output torque of the target vehicle is restored, the gear of the target vehicle is unlocked, and the EPB caliper of the target vehicle is controlled to be unlocked so that the target vehicle can start on a slope.

[0119] Based on the EPB function's exit conditions, reset operation, and the target vehicle's desired torque, the vehicle's hill-roll control system will first restore the motor's output torque and release the gear lock. During this process, the system then unlocks the EPB calipers, enabling a smooth hill-start. The desired torque refers to the torque applied to the vehicle's engine by the user. These actions allow the vehicle to smoothly start on a slope, meeting the user's driving needs.

[0120] In a possible implementation, the target vehicle meeting the EPB anti-slip function exit condition includes that the EPB calipers of the target vehicle are in a clamping state, the target vehicle continuously activates the EPB anti-slip function for a time greater than a third time threshold, and the target vehicle performs any one of power-off operations; and the reset operation condition includes a throttle reset operation condition or a target vehicle power-off operation condition.

[0121] The condition that the target vehicle meets the EPB anti-slip function exit condition includes the following aspects: first, the EPB calipers must have been locked, that is, the electronic parking brake system is in a locked state. Second, the vehicle needs to continuously activate the EPB anti-slip function for a time greater than a third time threshold, to ensure that the vehicle remains stable on the slope for a long enough time. Third, the target vehicle must perform a power-off operation, such as shutting down the engine or disconnecting the power supply. Any one of the above three is an implementation condition for exiting the EPB anti-slip function.

[0122] It should be noted that the throttle reset operation refers to completely releasing the throttle pedal and then stepping on it again. The target vehicle performing a power-off operation refers to the vehicle being powered off to cut off the power supply.

[0123] In a possible implementation, the third time threshold can be, but is not limited to, 5 seconds. The present application does not specifically limit the size of the third time threshold, and the user can adaptively adjust the size of the third time threshold according to actual needs.

[0124] Referring to Figure 4 , Figure 4 Another vehicle control method is provided for the embodiments of the present application. Accordingly, based on the EPB anti-slip function exit condition, the reset operation condition, and the required torque of the target vehicle, the motor output torque of the target vehicle is restored, the gear of the target vehicle is unlocked, and the EPB calipers of the target vehicle are controlled to be unlocked. This can be achieved by steps B1-B3:

[0125] B1: If it is detected that the target vehicle meets the EPB anti-slip function exit condition, it is detected whether the target vehicle has the reset operation condition.

[0126] When the vehicle meets the condition to release the EPB anti-slip function, it is further necessary to confirm whether the necessary reset operation is performed. This reset operation ensures that the vehicle system is in a correct state after the EPB is released, thereby avoiding potential safety problems and ensuring that the vehicle can be normally started and driven.

[0127] B2: If the target vehicle is in a reset operation state, the motor output torque of the target vehicle is restored, the gear of the target vehicle is unlocked, and the required torque of the target vehicle is obtained.

[0128] If it is detected that the target vehicle has completed the reset operation, the vehicle's motor output torque and gear position need to be unlocked to enable normal vehicle operation. At the same time, the required torque value of the vehicle needs to be obtained to ensure that the motor can provide appropriate power during the vehicle's startup and driving process, ensuring that the vehicle can start and operate normally after the reset.

[0129] B3: If the required torque is greater than the EPB parking resistance torque of the target vehicle, the EPB caliper of the target vehicle is controlled to be unlocked.

[0130] If the torque required while the vehicle is moving exceeds the braking torque applied by the EPB in parking mode, the EPB calipers will need to be unlocked to allow the vehicle to move normally.

[0131] Among them, EPB parking resistance torque refers to the braking torque applied by the EPB system to the vehicle when the electronic parking brake system is in parking mode. This torque is to ensure that the vehicle will not move when it is stopped, providing stable parking safety.

[0132] Based on the content of A1-A4, it can be seen that by monitoring the target vehicle's battery charging capacity. If the battery charging capacity falls below a preset threshold, the vehicle's hill-roll prevention control system will obtain the vehicle's current gear and real-time motor speed. It will then activate the EPB function to prevent the vehicle from sliding on the slope, while simultaneously locking the motor output torque and gear position. Finally, the vehicle's hill-roll prevention control system unlocks these controls based on the exit conditions and required torque to ensure a smooth vehicle start and avoid difficulties in hill starts.

[0133] Based on the contents of S101-S105, it can be known that first, the slope of the road is calculated by obtaining the real-time longitudinal acceleration and speed of the target vehicle. If the slope exceeds the threshold, the brake pedal status of the vehicle is checked. If the brake pedal is stepped on and the vehicle brake is maintained for more than the threshold, the brake pedal of the target vehicle is detected to see if it is completely released. If so, the gear position and motor speed of the vehicle are obtained. If the gear is D and the motor speed is within the set range, the motor anti-slope function is triggered. Similarly, if the gear is R and the motor speed meets the requirements, a similar check will be performed. In this application, when the motor speed of the vehicle's current gear is D or R and exceeds a specific range, the motor anti-slope function is exited. This measure is intended to effectively prevent the drive motor from still producing a large stall torque when the battery's available charging capacity is low and the vehicle speed is high, thereby avoiding the problem of overcharging of the power battery.

[0134] See also Figure 5 , Figure 5 This is a schematic diagram of the structure of a vehicle anti-slope control device provided in an embodiment of the present application. Figure 5 As shown, the vehicle anti-slope control device includes:

[0135] A first acquisition unit 501 is used to acquire the real-time longitudinal acceleration and real-time vehicle speed of the target vehicle;

[0136] a calculation unit 502 for calculating a real-time road slope of the road where the target vehicle is located based on the real-time longitudinal acceleration and the real-time vehicle speed;

[0137] A second acquiring unit 503 is configured to acquire a current brake pedal state of the target vehicle if the real-time road slope is greater than a slope threshold;

[0138] The first detection unit 504 detects whether the brake pedal of the target vehicle is completely released if the current brake pedal state is a depressed state, the depressed state is a valid state, and the vehicle brake is maintained for a time greater than or equal to a first duration threshold.

[0139] The third acquisition unit 505 is used to acquire the first current gear information and the current motor speed of the target vehicle if it is detected that the brake pedal of the target vehicle is completely released; the pressed state indicates that the user presses the brake pedal and maintains this state; the first current gear information is used to indicate the gear state of the operating gear when the pressed state is valid;

[0140] The first trigger control unit 506 controls the target vehicle to trigger a motor anti-slope roll function if the first current gear information indicates that the current gear state of the target vehicle is the driving gear D gear and the current motor speed satisfies a first speed range;

[0141] The second trigger control unit 507 controls the target vehicle to trigger the motor anti-slope function if the first current gear information indicates that the current gear state of the target vehicle is the reverse gear R gear and the current motor speed meets the second speed range.

[0142] In a possible implementation, the apparatus further includes:

[0143] a motor anti-slope rolling function disabling unit, configured to control the target vehicle to disable the motor anti-slope rolling function when detecting that the target vehicle meets the motor anti-slope rolling function exit condition;

[0144] Among them, the exit conditions of the motor anti-hill roll function include that the brake pedal of the target vehicle is depressed again, the absolute value of the real-time drive motor request torque of the target vehicle is greater than the absolute value of the actual torque of the drive motor on the hill, the target vehicle continuously triggers the motor anti-hill roll function for a period of time greater than a second time threshold, the current gear position of the target vehicle is D gear and the first real-time motor speed of the target vehicle is less than a first preset speed threshold, the current gear position of the target vehicle is R gear and the first real-time motor speed of the target vehicle is greater than any one of the second preset speed thresholds; the first real-time motor speed is the actual speed of the motor of the target vehicle at any time after the target vehicle triggers the motor anti-hill roll function.

[0145] In a possible implementation, the apparatus further includes:

[0146] a fourth acquiring unit, configured to acquire an available charging capacity of the power battery of the target vehicle; the available charging capacity represents a remaining amount of electricity or capacity of the power battery of the target vehicle that can be charged;

[0147] a fifth acquisition unit, configured to acquire, if the available charging capacity is less than a capacity threshold, second current gear information and a second real-time motor speed of the target vehicle; the second real-time motor speed being the actual speed of the motor of the target vehicle at any time after the target vehicle exits the motor anti-slope roll function state; and the second current gear information indicating the gear state of the operating gear of the target vehicle after the target vehicle exits the motor anti-slope roll function state;

[0148] An EPB anti-slope rolling function activation unit, configured to activate the EPB anti-slope rolling function of the target vehicle based on the second current gear position information and the second real-time motor speed;

[0149] a first integrated unit, configured to reset the motor output torque of the target vehicle and lock the gear of the target vehicle when the EPB anti-slope function of the target vehicle is activated; wherein the activation of the electronic parking brake (EPB) anti-slope function of the target vehicle includes controlling the EPB caliper of the target vehicle to lock;

[0150] The second integrated unit is used to restore the motor output torque of the target vehicle, unlock the gear of the target vehicle, and control the EPB caliper of the target vehicle to unlock so that the target vehicle can start on a slope based on the EPB anti-slope function exit condition, the reset operation status and the required torque of the target vehicle; the required torque is the torque generated by the user on the engine of the target vehicle.

[0151] In one possible implementation, the gear status indicated by the second current gear information includes always being in the D gear, always being in the R gear, the gear being transiently switched from the D gear to the R gear, and the gear being transiently switched from the R gear to the D gear.

[0152] In a possible implementation, the EPB anti-slope function activation unit specifically includes:

[0153] a third integration unit for determining whether the second real-time motor speed satisfies a third speed range if the gear state indicated by the second current gear information includes being in the D gear position or the gear position being transiently switched from the D gear position to the R gear position; and if so, activating an EPB anti-slope function of the target vehicle;

[0154] The fourth integrated unit is used to determine whether the second real-time motor speed meets the fourth speed range if the gear status indicated by the second current gear information includes being in the R gear all the time or the gear is transiently switched from the R gear to the D gear; if so, the EPB anti-slope function of the target vehicle is activated.

[0155] In one possible implementation, the target vehicle satisfies the EPB anti-slope rollback function exit conditions, including the EPB caliper of the target vehicle being in a clamped state, the target vehicle continuously activating the EPB anti-slope rollback function for a period greater than a third time threshold, and the target vehicle performing any one of the power-off operations; the reset operation includes a throttle reset operation or the target vehicle performing a power-off operation.

[0156] In a possible implementation, the second integration unit specifically includes:

[0157] a first detection unit, configured to detect whether the target vehicle has undergone the reset operation if it is detected that the target vehicle meets the EPB anti-slope function exit condition;

[0158] an unlocking acquisition unit, configured to restore the motor output torque of the target vehicle, unlock the gear of the target vehicle, and acquire the required torque of the target vehicle if a reset operation occurs on the target vehicle;

[0159] Unlocking the EPB caliper unit is used to control the EPB caliper of the target vehicle to unlock if the required torque is greater than the EPB parking resistance torque of the target vehicle; the EPB parking resistance torque is the braking torque applied by the EPB system to the target vehicle in parking mode.

[0160] In addition, the embodiment of the present application further provides a vehicle anti-slip control device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, and when the processor executes the computer program, the vehicle anti-slip control method is realized.

[0161] In addition, the embodiment of the present application further provides a computer readable storage medium, wherein instructions are stored in the computer readable storage medium, and when the instructions are executed on a terminal device, the terminal device executes the vehicle anti-slip control method.

[0162] The embodiment of the present application provides a vehicle anti-slip control device, which first acquires the real-time longitudinal acceleration and the real-time vehicle speed of the target vehicle by using a first acquisition unit 501, and calculates the real-time road slope of the road where the target vehicle is located based on the real-time longitudinal acceleration and the real-time vehicle speed by using a calculation unit 502. If the real-time road slope is greater than the slope threshold, the current brake pedal state of the target vehicle is acquired by using a second acquisition unit 503. If the current brake pedal state is in a pressed state, the pressed state is in a valid state, and the maintenance time of the vehicle brake is greater than or equal to a first time threshold, then at this time, whether the brake pedal of the target vehicle is completely released is detected by using a first detection unit 504, and if so, the first current gear information and the current motor speed of the target vehicle are acquired by using a third acquisition unit 505. If the first current gear information indicates that the current gear state of the target vehicle is in a driving gear D gear, and the current motor speed meets a first speed range, the target vehicle is controlled to trigger the motor anti-slip function by using a first trigger control unit 506. If the first current gear information indicates that the current gear state of the target vehicle is in a reverse gear R gear, and the current motor speed meets a second speed range, the target vehicle is controlled to trigger the motor anti-slip function by using a second trigger control unit 507. When the brake pedal of the target vehicle is completely released, the target vehicle is in the D gear or the R gear, and the current motor speed of the target vehicle meets a specific range, the motor anti-slip function is triggered to effectively avoid the overcharging of the power battery of the target vehicle on the slope.

[0163] The vehicle anti-slip control method, device, equipment and storage medium provided by the present application are described in detail above. The embodiments in the specification are described in a progressive manner, and each embodiment mainly describes the differences from other embodiments. The same or similar parts of each embodiment can be referred to each other. For the device disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple, and the related parts can be referred to the method part. It should be pointed out that for ordinary skilled in the art, without departing from the principle of the present application, some improvements and modifications can be made to the present application, and these improvements and modifications also fall within the protection scope of the claims of the present application.

[0164] It should be understood that in this application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0165] It should also be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

Claims

1. A method for controlling a vehicle to prevent a slope from sliding, characterized in that: Applied to a vehicle controller (VCU), the method includes: Obtaining a real-time longitudinal acceleration and a real-time vehicle speed of a target vehicle, and calculating a real-time road slope of a road on which the target vehicle is located based on the real-time longitudinal acceleration and the real-time vehicle speed; If the real-time road slope is greater than a slope threshold, obtaining a current brake pedal state of the target vehicle; If the current brake pedal state is a pressed state, the pressed state is a valid state, and the vehicle brake is maintained for a time greater than or equal to a first time threshold, then detect whether the brake pedal of the target vehicle is completely released, and if so, obtain the first current gear information and the current motor speed of the target vehicle; the pressed state indicates that the user presses the brake pedal and maintains this state; the first current gear information is used to indicate the gear state of the operating gear when the pressed state is a valid state; If the first current gear information indicates that the current gear state of the target vehicle is the driving gear D gear and the current motor speed meets the first speed range, controlling the target vehicle to trigger the motor anti-slope function; If the first current gear information indicates that the current gear state of the target vehicle is the reverse gear (R) and the current motor speed meets the second speed range, controlling the target vehicle to trigger the motor anti-slope function; After the target vehicle triggers the motor anti-slope function, the method further includes: When it is detected that the target vehicle meets the motor anti-slope rolling function exit condition, controlling the target vehicle to disable the motor anti-slope rolling function; After controlling the target vehicle to disable the motor anti-slope roll function, the method further includes: Obtaining the available charging capacity of the power battery of the target vehicle; the available charging capacity represents the remaining power or capacity of the power battery of the target vehicle that can be charged; If the available charging capacity is less than the capacity threshold, obtaining the second current gear information and the second real-time motor speed of the target vehicle; the second real-time motor speed is the actual speed of the motor of the target vehicle at any time after the target vehicle exits the motor anti-slope roll function state; the second current gear information indicates the gear state of the operating gear of the target vehicle after the target vehicle exits the motor anti-slope roll function state; activating an electronic parking brake (EPB) anti-hill roll function of the target vehicle based on the second current gear information and the second real-time motor speed, clearing the motor output torque of the target vehicle to zero, and locking the gear of the target vehicle; activating the electronic parking brake (EPB) anti-hill roll function of the target vehicle includes controlling the EPB caliper of the target vehicle to lock; Based on the EPB anti-hill roll function exit condition, the reset operation status, and the target vehicle's required torque, the target vehicle's motor output torque is restored, the target vehicle's gear is unlocked, and the target vehicle's EPB caliper is controlled to unlock, so that the target vehicle can start on a hill; the required torque is the torque generated by the user on the target vehicle's motor; The method of restoring the motor output torque of the target vehicle, unlocking the gear of the target vehicle, and controlling the EPB caliper of the target vehicle to unlock the gear, based on the EPB anti-slope function exit condition, the reset operation condition, and the required torque of the target vehicle, includes: If it is detected that the target vehicle meets the EPB anti-slope function exit condition, detecting whether the target vehicle has the reset operation condition; If the target vehicle is in a reset operation state, restoring the motor output torque of the target vehicle, unlocking the gear of the target vehicle, and obtaining the required torque of the target vehicle; If the required torque is greater than the EPB parking resistance torque of the target vehicle, the EPB caliper of the target vehicle is controlled to be unlocked; the EPB parking resistance torque is the braking torque applied by the EPB system to the target vehicle in parking mode.

2. The method according to claim 1, characterized in that After the target vehicle triggers the motor anti-slope function, the method further includes: When it is detected that the target vehicle meets the motor anti-slope rolling function exit condition, controlling the target vehicle to disable the motor anti-slope rolling function; Among them, the exit conditions of the motor anti-hill roll function include that the brake pedal of the target vehicle is depressed again, the absolute value of the real-time drive motor request torque of the target vehicle is greater than the absolute value of the actual torque of the drive motor on the hill, the target vehicle continuously triggers the motor anti-hill roll function for a period of time greater than a second time threshold, the current gear position of the target vehicle is D gear and the first real-time motor speed of the target vehicle is less than a first preset speed threshold, the current gear position of the target vehicle is R gear and the first real-time motor speed of the target vehicle is greater than any one of the second preset speed thresholds; the first real-time motor speed is the actual speed of the motor of the target vehicle at any time after the target vehicle triggers the motor anti-hill roll function.

3. The method according to claim 1, characterized in that The gear status indicated by the second current gear information includes any one of being in the D gear, being in the R gear, transiently switching the gear from the D gear to the R gear, and transiently switching the gear from the R gear to the D gear.

4. The method according to claim 3, characterized in that The activating the EPB anti-slope function of the target vehicle based on the second current gear information and the second real-time motor speed includes: If the gear state indicated by the second current gear information includes being in the D gear or the gear state being transiently switched from the D gear to the R gear, determining whether the second real-time motor speed satisfies a third speed range; if so, activating an EPB anti-hill roll function of the target vehicle; If the gear status indicated by the second current gear information includes being in the R gear all the time or the gear being transiently switched from the R gear to the D gear, then determine whether the second real-time motor speed meets the fourth speed range; if so, activate the EPB anti-slope function of the target vehicle.

5. The method according to claim 1, characterized in that The target vehicle satisfies the EPB anti-slope rollback function exit conditions, including the EPB caliper of the target vehicle being in a clamped state, the target vehicle continuously activating the EPB anti-slope rollback function for a period greater than a third time threshold, and the target vehicle performing any one of the power-off operations; the reset operation includes a throttle reset operation or the target vehicle performing a power-off operation.

6. A vehicle anti-slip control device, characterized in that: The device comprises: a first acquiring unit, configured to acquire a real-time longitudinal acceleration and a real-time vehicle speed of a target vehicle, and calculate a real-time road slope of a road on which the target vehicle is located based on the real-time longitudinal acceleration and the real-time vehicle speed; a second acquiring unit, configured to acquire a current brake pedal state of the target vehicle if the real-time road slope is greater than a slope threshold; The second detection unit is used to detect whether the brake pedal of the target vehicle is completely released if the current brake pedal state is a depressed state, the depressed state is a valid state, and the vehicle brake is maintained for a time greater than or equal to a first time threshold. a third acquisition unit, configured to acquire first current gear information and current motor speed of the target vehicle if the brake pedal of the target vehicle is completely released; the depressed state indicates that the user depresses the brake pedal and maintains this state; the first current gear information indicates the gear state of the operating gear when the depressed state is valid; a first trigger control unit, controlling the target vehicle to trigger a motor anti-slope roll function if the first current gear information indicates that the current gear state of the target vehicle is the driving gear D gear and the current motor speed satisfies a first speed range; a second trigger control unit, controlling the target vehicle to trigger a motor anti-slope roll function if the first current gear information indicates that the current gear state of the target vehicle is a reverse gear (R) and the current motor speed satisfies a second speed range; The device further comprises: a motor anti-slope rolling function disabling unit, configured to control the target vehicle to disable the motor anti-slope rolling function when detecting that the target vehicle meets the motor anti-slope rolling function exit condition; The device further comprises: a fourth acquiring unit, configured to acquire an available charging capacity of the power battery of the target vehicle; the available charging capacity represents a remaining amount of electricity or capacity of the power battery of the target vehicle that can be charged; a fifth acquisition unit, configured to acquire, if the available charging capacity is less than a capacity threshold, second current gear information and a second real-time motor speed of the target vehicle; the second real-time motor speed being the actual speed of the motor of the target vehicle at any time after the target vehicle exits the motor anti-slope roll function state; and the second current gear information indicating the gear state of the operating gear of the target vehicle after the target vehicle exits the motor anti-slope roll function state; An EPB anti-slope rolling function activation unit, configured to activate the EPB anti-slope rolling function of the target vehicle based on the second current gear position information and the second real-time motor speed; a first integrated unit, configured to reset the motor output torque of the target vehicle and lock the gear of the target vehicle when the EPB anti-slope function of the target vehicle is activated; wherein the activation of the electronic parking brake (EPB) anti-slope function of the target vehicle includes controlling the EPB caliper of the target vehicle to lock; a second integrated unit, configured to restore the motor output torque of the target vehicle, unlock the gear of the target vehicle, and control the EPB caliper of the target vehicle to unlock so that the target vehicle can start on a hill, based on an EPB anti-hill roll function exit condition, a reset operation condition, and a required torque of the target vehicle; the required torque being the torque generated by the user on the motor of the target vehicle; The second integrated unit specifically includes: a first detection unit, configured to detect whether the target vehicle has undergone the reset operation if it is detected that the target vehicle meets the EPB anti-slope function exit condition; an unlocking acquisition unit, configured to restore the motor output torque of the target vehicle, unlock the gear of the target vehicle, and acquire the required torque of the target vehicle if a reset operation occurs on the target vehicle; Unlocking the EPB caliper unit is used to control the EPB caliper of the target vehicle to unlock if the required torque is greater than the EPB parking resistance torque of the target vehicle; the EPB parking resistance torque is the braking torque applied by the EPB system to the target vehicle in parking mode.

7. A vehicle anti-slip control device, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the method for controlling a vehicle to prevent a slope from sliding as described in any one of claims 1 to 5 is implemented.

8. A computer-readable storage medium, characterized in that The computer-readable storage medium stores instructions, and when the instructions are executed on a terminal device, the terminal device executes the vehicle anti-slope control method according to any one of claims 1 to 5.

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