Vehicle slope sliding control method, device and equipment, medium and computer program product

Abstract

The invention discloses a vehicle slope sliding control method, device and equipment, a medium and a computer program product, and relates to the technical field of electric automobiles. The method comprises the steps that after a vehicle enters a vehicle sliding mode, the initial output torque and the motor rotating speed of the vehicle are obtained, calculating the initial deformation quantity of a virtual spring between the virtual wall body and the vehicle according to the initial output torque and the rotating speed of the motor; in each preset torque calculation period, determining a target deformation quantity of the current preset torque calculation period according to the previous deformation quantity, the virtual wall body displacement quantity and the vehicle displacement quantity; and determining and outputting a target output torque of the current preset torque calculation period according to the target deformation quantity and the rotating speed of the motor. According to the invention, the complexity of a slope sliding control strategy is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and in particular to a vehicle slope control method, device, equipment, medium and computer program product. Background Art

[0002] With the popularization of electric vehicles, how to ensure their safety and driving performance under different road conditions has become an important research topic.

[0003] Especially when driving on a slope, when the driver releases the accelerator pedal, the vehicle needs to be able to slide smoothly to the bottom of the slope. This process is called "slope sliding". In order to achieve smooth and safe slope sliding control, one of the commonly used methods in traditional motor control strategies is to adjust the motor speed based on speed loop control to achieve the expected slope sliding speed. However, in order to correctly perform slope sliding control, the system must accurately identify whether the vehicle is in an uphill or downhill state. In addition, factors such as gear information need to be considered to determine the appropriate control logic. These increase the difficulty of algorithm design, resulting in a more complex slope sliding strategy for current electric vehicles.

[0004] Therefore, how to reduce the complexity of the electric vehicle's hill-climbing control strategy has become an urgent problem to be solved.

[0005] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0006] The main purpose of the present application is to provide a vehicle rolling downhill control method, device, equipment, medium and computer program product, aiming to solve the technical problem of how to reduce the complexity of the electric vehicle rolling downhill control strategy.

[0007] To achieve the above-mentioned purpose, the present application proposes a vehicle rolling downhill control method, the vehicle rolling downhill control method comprising: After the vehicle enters the rolling mode, the initial output torque and the motor speed of the vehicle are obtained, and the initial deformation of the virtual spring between the virtual wall and the vehicle is calculated according to the initial output torque and the motor speed, wherein the initial position of the virtual wall is located in the uphill direction of the vehicle, and the virtual wall approaches the vehicle at a uniform speed from top to bottom, the virtual wall and the vehicle are connected by a virtual spring, and the initial deformation of the virtual spring is the deformation of the virtual spring under the conditions of the initial output torque and the motor speed; The initial deformation amount is used as the previous deformation amount of the first preset torque calculation cycle, and in each preset torque calculation cycle, the previous deformation amount of the previous preset torque calculation cycle is obtained, the virtual wall displacement amount of the virtual wall relative to the previous preset torque calculation cycle is obtained, and the vehicle displacement amount of the vehicle relative to the previous preset torque calculation cycle is obtained, and the target deformation amount of the current preset torque calculation cycle is determined according to the previous deformation amount, the virtual wall displacement amount and the vehicle displacement amount; The target output torque of the current preset torque calculation cycle is determined and output according to the target deformation amount and the motor speed.

[0008] In one embodiment, the calculation formula corresponding to the initial deformation of the virtual spring between the virtual wall and the vehicle is L=(Trq+Spd*Kf) / Kl, wherein L is the initial deformation, Trq is the initial output torque, Spd is the motor speed, Kf is the preset simulated damping coefficient, and Kl is the preset simulated elastic coefficient.

[0009] In one embodiment, the step of obtaining the virtual wall displacement relative to the last preset torque calculation cycle includes: Obtaining a target slope sliding speed of the vehicle, wherein the target slope sliding speed is a preset expected slope sliding speed; Obtaining the displacement change corresponding to the motor speed in each preset torque calculation cycle; Determining a deformation direction of the virtual spring according to a deformation state corresponding to the previous deformation amount; The virtual wall displacement is calculated according to the target sliding slope speed, the displacement change and the deformation direction.

[0010] In one embodiment, the step of determining the target deformation amount of the current preset torque calculation cycle according to the previous deformation amount, the virtual wall displacement amount and the vehicle displacement amount comprises: Determining whether the virtual spring is in an undeformed state according to the last deformation amount; If it is determined that the virtual spring is in an undeformed state, determining a target deformation amount of a current preset torque calculation cycle according to the vehicle displacement; If it is determined that the virtual spring is in a deformed state, a target deformation amount of a current preset torque calculation cycle is calculated according to the previous deformation amount, the virtual wall displacement amount, and the vehicle displacement amount.

[0011] In one embodiment, after the step of calculating the target deformation amount of the current preset torque calculation cycle according to the previous deformation amount, the virtual wall displacement amount and the vehicle displacement amount, the step further includes: Determining deformation states of the previous deformation amount and the target deformation amount respectively, wherein the deformation state includes a stretching state and a compressing state; Determining whether the deformation state of the virtual spring is consistent according to the deformation state of the previous deformation amount and the deformation state of the target deformation amount; If they are inconsistent, the deformation variable corresponding to the undeformed state is reset as the target deformation variable.

[0012] In one embodiment, the step of determining and outputting the target output torque of the current preset torque calculation cycle according to the target deformation amount and the motor speed comprises: Calculating the virtual tension generated by the virtual spring based on the target deformation amount and a preset simulated elastic coefficient; Calculating friction resistance based on the motor speed and a preset simulated damping coefficient; A target output torque of the vehicle is calculated based on a difference between the virtual pulling force and the friction resistance.

[0013] In addition, to achieve the above-mentioned purpose, the present application also proposes a vehicle rolling downhill control device, the vehicle rolling downhill control device comprising: a start-up module, configured to obtain an initial output torque and a motor speed of the vehicle after the vehicle enters a rolling mode, and calculate an initial deformation amount of a virtual spring between a virtual wall and the vehicle according to the initial output torque and the motor speed, wherein the initial position of the virtual wall is located in an uphill direction of the vehicle, and the virtual wall approaches the vehicle at a uniform speed from top to bottom, the virtual wall and the vehicle are connected via a virtual spring, and the initial deformation amount of the virtual spring is the deformation amount of the virtual spring under the conditions of the initial output torque and the motor speed; an updating module, configured to use the initial deformation amount as the previous deformation amount of the first preset torque calculation cycle, obtain the previous deformation amount of the previous preset torque calculation cycle in each preset torque calculation cycle, obtain the virtual wall displacement of the virtual wall relative to the previous preset torque calculation cycle, obtain the vehicle displacement of the vehicle relative to the previous preset torque calculation cycle, and determine the target deformation amount of the current preset torque calculation cycle according to the previous deformation amount, the virtual wall displacement and the vehicle displacement; An output module is used to determine and output a target output torque of a current preset torque calculation cycle according to the target deformation amount and the motor speed.

[0014] In addition, to achieve the above-mentioned purpose, the present application also proposes a vehicle rolling downhill control device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle rolling downhill control method as described above.

[0015] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle rolling downhill control method described above are implemented.

[0016] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the vehicle rolling downhill control method as described above are implemented.

[0017] The present application obtains the initial output torque and motor speed of the vehicle after the vehicle enters the rolling mode, and calculates the initial deformation of the virtual spring between the virtual wall and the vehicle based on the initial output torque and motor speed, wherein the initial position of the virtual wall is located in the uphill direction of the vehicle, and the virtual wall approaches the vehicle at a uniform speed from top to bottom, the virtual wall and the vehicle are connected by a virtual spring, and the initial deformation of the virtual spring is the deformation of the virtual spring under the conditions of the initial output torque and motor speed. By introducing the concepts of virtual walls and virtual springs, the complex vehicle rolling control problem is converted into a physical model based on a spring-damper system, thereby greatly reducing the difficulty of designing and implementing the control strategy. ; The initial deformation variable is used as the last deformation variable of the first preset torque calculation cycle. In each preset torque calculation cycle, the last deformation variable of the last preset torque calculation cycle is obtained, the virtual wall displacement relative to the last preset torque calculation cycle is obtained, and the vehicle displacement relative to the last preset torque calculation cycle is obtained. The target deformation variable of the current preset torque calculation cycle is determined according to the last deformation variable, the virtual wall displacement and the vehicle displacement. Whether under different slopes or different road conditions, this method can adapt to different working conditions by adjusting the deformation variable of the virtual spring; according to the target deformation variable and the motor speed, the target output torque of the current preset torque calculation cycle is determined and output. By introducing the concept of virtual wall and virtual spring model, the target deformation variable and output torque are dynamically adjusted to achieve smooth and reliable slope control, which overcomes the problem that the traditional slope control strategy needs to consider complex factors. It not only simplifies the control logic, but also simplifies the complex interaction into the calculation of spring deformation variable and damping coefficient by introducing virtual spring and virtual wall, thereby greatly reducing the complexity and difficulty of designing and implementing the slope control strategy. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0019] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0020] Figure 1 A flow chart of the first embodiment of the vehicle slope control method of the present application; Figure 2 A schematic diagram of a virtual torque control model provided in Example 1 of the vehicle slope control method of the present application; Figure 3 A schematic diagram of a process flow provided for Embodiment 1 of the present application; Figure 4 This is a schematic diagram of the module structure of the vehicle slope control device according to an embodiment of the present application; Figure 5 Schematic diagram of the device structure of the hardware operating environment involved in the vehicle slope control method in the embodiment of the present application.

[0021] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0022] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0023] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0024] It should be noted that the execution subject of this embodiment may be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device, a vehicle, etc. capable of realizing the above functions. The following takes a vehicle as an example to illustrate this embodiment and the following embodiments.

[0025] Based on this, the present application embodiment provides a vehicle rolling downhill control method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the vehicle rolling downhill control method of the present application.

[0026] In this embodiment, the vehicle rolling downhill control method includes steps S10 to S30: Step S10, after the vehicle enters the rolling mode, the initial output torque and motor speed of the vehicle are obtained, and the initial deformation of the virtual spring between the virtual wall and the vehicle is calculated according to the initial output torque and motor speed, wherein the initial position of the virtual wall is located in the uphill direction of the vehicle, and the virtual wall approaches the vehicle at a uniform speed from top to bottom, the virtual wall and the vehicle are connected by a virtual spring, and the initial deformation of the virtual spring is the deformation of the virtual spring under the conditions of the initial output torque and motor speed; It should be noted that the initial output torque refers to the initial torque provided by the motor when the vehicle enters the coasting mode. This value can be directly read by the vehicle's sensor or control system. The motor speed refers to the rotation speed of the motor when the vehicle enters the coasting mode. This value can also be read by the vehicle's sensor.

[0027] In the slope control scheme based on the spring damping model proposed in this embodiment, the key is to simulate a virtual spring connecting the vehicle and a virtual wall moving at a constant speed. This model allows effective control of the slope process by adjusting the elastic coefficient and damping coefficient of the spring. Figure 2 The schematic diagram of the virtual torque control model is shown in Figure 1. Among them, ① is a simulated wall approaching the vehicle at a constant speed, ② is a virtual spring, and ③ is a simulated damper. It should be noted that this model is only for the convenience of understanding and calculation. In the actual slope control, there is no virtual wall, virtual spring, or simulated damper.

[0028] The initial position of the virtual wall is in the uphill direction of the vehicle, which means that the virtual wall is above the vehicle, and as the vehicle moves, the virtual wall approaches the vehicle at a uniform speed from top to bottom. The virtual wall and the vehicle are connected by a virtual spring. The function of the virtual spring is to simulate the force exerted on the vehicle due to the output torque during the rolling process. The deformation of the virtual spring reflects whether the vehicle is subjected to an upward or downward force. The initial deformation of the virtual spring is based on the deformation under the conditions of the initial output torque and motor speed. This deformation indicates the degree of stretching or compression that the virtual spring has been subjected to in the initial state. By calculating the initial deformation of the virtual spring, the system can establish an initial reference point for subsequent control calculations and adjustments.

[0029] It is understandable that by introducing the concept of virtual wall and virtual spring, the complex vehicle sliding control problem is transformed into a problem based on physical model. This model is intuitive and easy to understand and implement. It can better simulate the dynamic behavior of the vehicle during the sliding process and reduce the design complexity of the control strategy. At the same time, by realizing the simulation of virtual spring and virtual wall, no additional hardware sensors or complex mechanical structures are required. Only basic motor speed and output torque information are required to complete the entire control process, reducing system cost.

[0030] In a feasible implementation, the calculation formula corresponding to the initial deformation of the virtual spring between the virtual wall and the vehicle is L=(Trq+Spd*Kf) / Kl, wherein L is the initial deformation, Trq is the initial output torque, Spd is the motor speed, Kf is the preset simulated damping coefficient, and Kl is the preset simulated elastic coefficient.

[0031] It should be noted that the preset simulated damping coefficient represents the friction or other dissipative factors in the system and is used to simulate the damping effect. The preset simulated elastic coefficient represents the stiffness of the virtual spring, that is, the force required per unit displacement. Among them, the preset simulated damping coefficient and the preset simulated elastic coefficient can be adjusted according to the actual vehicle characteristics and control requirements.

[0032] Step S20, taking the initial deformation amount as the last deformation amount of the first preset torque calculation cycle, obtaining the last deformation amount of the last preset torque calculation cycle in each preset torque calculation cycle, obtaining the virtual wall displacement relative to the last preset torque calculation cycle, obtaining the vehicle displacement relative to the last preset torque calculation cycle, and determining the target deformation amount of the current preset torque calculation cycle according to the last deformation amount, the virtual wall displacement and the vehicle displacement; It should be noted that the initial deformation of the virtual spring has been calculated in step S10, and the initial deformation is used as the previous deformation of the first preset torque calculation cycle. The previous deformation is the deformation of the virtual spring at the end of the previous preset torque calculation cycle. At the beginning of each new preset torque calculation cycle, the previous deformation of the previous preset torque calculation cycle is obtained. The displacement of the virtual wall relative to the previous preset torque calculation cycle is calculated, and this displacement reflects the movement of the virtual wall within the time interval. The displacement of the vehicle relative to the previous preset torque calculation cycle is calculated, and this displacement reflects the movement of the vehicle within the time interval. Based on the above three parameters, the target deformation of the current preset torque calculation cycle can be calculated.

[0033] It is understandable that if the virtual wall moves downward, the virtual spring will extend; if the virtual wall moves upward, the virtual spring will compress; if the vehicle moves downward (slipping), the virtual spring will compress; if the vehicle moves upward (climbing), the virtual spring will extend. Through real-time updates of each preset torque calculation cycle, the system can continuously adjust the deformation of the virtual spring, thereby realizing continuous monitoring and control of the vehicle state. This real-time feedback mechanism enables the control system to respond quickly to changes in the external environment, improving control accuracy and system adaptability.

[0034] In a feasible implementation manner, in step S20: the step of obtaining the virtual wall displacement relative to the last preset torque calculation cycle includes steps A10 to A40: Step A10, obtaining a target rolling speed of the vehicle, where the target rolling speed is a preset expected rolling speed; It should be noted that the target rolling slope speed is a pre-set expected rolling slope speed, which indicates the ideal speed that the vehicle should maintain in the rolling slope mode. By setting a reasonable rolling slope speed, the safety and stability of the vehicle during the rolling slope process can be ensured. This speed is usually determined by the vehicle manufacturer or control system designer based on experimental data and experience.

[0035] Step A20, obtaining the displacement change corresponding to the motor speed in each preset torque calculation cycle; It should be noted that the displacement change is the displacement of the vehicle caused by the change in motor speed in each preset torque calculation cycle, reflecting the actual movement of the vehicle in the current preset torque calculation cycle.

[0036] Step A30, determining the deformation direction of the virtual spring according to the deformation state corresponding to the previous deformation amount; It should be noted that the deformation state is the state of the virtual spring at the end of the last preset torque calculation cycle, which can be a stretched state, a compressed state, or an undeformed state. By determining the deformation direction of the virtual spring, the system can more accurately simulate the relative motion between the vehicle and the virtual wall.

[0037] The deformation state of the virtual spring is determined according to the value of the last deformation variable Llast. If Llast>0, the virtual spring is in a stretched state; if Llast<0, the virtual spring is in a compressed state; if Llast=0, the virtual spring is in an undeformed state. If the virtual spring is in a stretched state, the direction in which the virtual spring continues to stretch is downward; if the virtual spring is in a compressed state, the direction in which the virtual spring continues to compress is upward; if the virtual spring is in an undeformed state, the deformation direction of the virtual spring is determined by other factors, such as the target slope speed and the actual motion state of the vehicle.

[0038] Step A40, calculating the virtual wall displacement according to the target sliding speed, displacement change and deformation direction.

[0039] It should be noted that the virtual wall displacement ΔL = SpdRef*Ks*sign(Llast), where SpdRef is the target sliding speed, which can be set by the user. Ks is the displacement change corresponding to the unit speed of each calculation cycle, and sign(Llast) is the sign value of Llast (positive is 1, negative is -1, and zero is 0), that is, the deformation direction of the previous deformation.

[0040] By real-time updating and precise calculation of the displacement of the virtual wall, this implementation method enables the system to more accurately simulate the actual movement of the vehicle, thereby achieving more precise control. The real-time feedback mechanism and limiting processing ensure that the system can operate stably under various working conditions, reducing control errors caused by abnormal data. Through simple calculation formulas and intuitive physical models, it is easier to implement and maintain, ensuring the stability and safety of the vehicle during the slope sliding process.

[0041] In a feasible implementation manner, in step S20: the step of determining the target deformation amount of the current preset torque calculation cycle according to the previous deformation amount, the virtual wall displacement amount and the vehicle displacement amount includes steps B10 to B30: Step B10, determining whether the virtual spring is in an undeformed state according to the last deformation amount; It should be noted that the deformation state is the state of the virtual spring at the end of the last preset torque calculation cycle, which may be a stretched state, a compressed state or an undeformed state.

[0042] By accurately judging the deformation state of the virtual spring, the system can select an appropriate calculation method to determine the target deformation amount of the current preset torque calculation cycle, thereby improving control accuracy.

[0043] At the beginning of each preset torque calculation cycle, the virtual spring deformation of the previous preset torque calculation cycle is read from the control system, and the virtual spring is judged whether it is in an undeformed state according to the value of the previous deformation variable Llast. When the absolute value of Llast is equal to 0, the virtual spring is in an undeformed state, and when the absolute value of Llast is greater than 0, the virtual spring is in a deformed state (stretched or compressed).

[0044] Step B20, if it is determined that the virtual spring is in an undeformed state, determining a target deformation amount of a current preset torque calculation cycle according to the vehicle displacement; Step B30: If it is determined that the virtual spring is in a deformed state, the target deformation amount of the current preset torque calculation cycle is calculated according to the previous deformation amount, the displacement amount of the virtual wall and the displacement amount of the vehicle.

[0045] It should be noted that the target deformation is the target deformation of the virtual spring in the current preset torque calculation cycle. When the virtual spring is in an undeformed state, the absolute value of Llast is equal to 0, L=ΔLslip; when the virtual spring is in a deformed state, the absolute value of Llast is greater than 0, L=Llast–ΔL+ΔLslip. Among them, L is the target deformation, Llast is the previous deformation, ΔL is the displacement of the virtual wall, and ΔLslip is the displacement of the vehicle in the previous and next calculation cycles.

[0046] This implementation method can more accurately simulate the actual movement of the vehicle by real-time updating and precise calculation of the target shape variable, thereby achieving more precise control. The real-time feedback mechanism and state judgment ensure that the system can operate stably under various working conditions, reducing control errors caused by abnormal data. At the same time, it supports the entire vehicle slope control strategy to ensure the stability and safety of the vehicle during the slope sliding process.

[0047] In a feasible implementation manner, step B30 includes steps B31 to B33: Step B31, respectively determining the deformation states of the previous deformation amount and the target deformation amount, wherein the deformation state includes a stretching state and a compressing state; It should be noted that the deformation state is the state of the virtual spring at a certain moment, which can be a stretched state or a compressed state. When the deformation variable is a positive value, it means that the virtual spring is in a stretched state, and when the deformation variable is a negative value, it means that the virtual spring is in a compressed state.

[0048] Step B32, judging whether the deformation state of the virtual spring is consistent according to the deformation state of the previous deformation amount and the deformation state of the target deformation amount; Ensure the data consistency and accuracy of the previous shape variable and the target shape variable to avoid misjudgment due to data errors, or when an abnormal situation is detected, reset the target shape variable to 0 as a fault-tolerant mechanism to ensure that the control system accurately simulates the actual movement of the vehicle.

[0049] Step B33: If they are inconsistent, the deformation amount corresponding to the undeformed state is reset as the target deformation amount.

[0050] By correctly handling inconsistent deformation states, the system can better simulate the actual movement of the vehicle, thereby achieving smoother and safer control.

[0051] In this embodiment, in each preset torque calculation cycle, when the virtual spring is in a deformed state, it is necessary to further determine the deformation state of the previous deformation amount and the target deformation amount, and judge whether the deformation state of the virtual spring is consistent based on these states. If they are inconsistent, the deformation amount corresponding to the undeformed state is reset as the target deformation amount, and when the vehicle turns from uphill to downhill or from downhill to uphill, it is ensured that the spring will not have unreasonable state conversion, thereby ensuring the safety of the system.

[0052] Step S30, determining and outputting the target output torque of the current preset torque calculation cycle according to the target deformation amount and the motor speed.

[0053] It should be noted that in step S20, the target deformation variable of the current preset torque calculation cycle has been calculated. The target deformation variable reflects the tension or compression state of the virtual spring at the current moment and is calculated based on the previous deformation variable, the virtual wall displacement and the vehicle displacement.

[0054] In addition, the calculated target output torque can also be limited to ensure that it is within the preset safety range. If the target output torque exceeds the preset safety range, it is adjusted to the nearest safe value. For example, if the target output torque exceeds the maximum allowable torque, the target output torque is set to the maximum allowable torque; if the target output torque is lower than the minimum allowable torque, the target output torque is set to the minimum allowable torque. The target output torque after the limit processing is used as the actual output torque of the current preset torque calculation cycle and output to the motor controller for execution.

[0055] In one possible implementation, refer to Figure 3 , step S30 includes steps S31 to S33: Step S31, calculating the virtual tension generated by the virtual spring based on the target deformation amount and the preset simulation elastic coefficient; It should be noted that the virtual tension is the force generated by the virtual spring in the current preset torque calculation cycle. The target deformation variable of the current preset torque calculation cycle is obtained from step B30. The target deformation variable reflects the expected deformation variable of the virtual spring in the current cycle. The preset simulated elastic coefficient is read from the control system. The elastic coefficient is a constant used to describe the stiffness characteristics of the virtual spring. According to Hooke's law, the virtual tension F can be calculated by the following formula: F=Kl*L, where L is the virtual tension, Kl is the preset simulated elastic coefficient, and L is the target deformation variable.

[0056] Step S32, calculating the friction resistance based on the motor speed and the preset simulated damping coefficient; It should be noted that friction resistance is the resistance generated by friction when the vehicle is sliding down a slope. The motor speed of the current preset torque calculation cycle is read from the control system, and the preset simulated damping coefficient is read from the control system. The friction coefficient is a constant related to the motor speed and is used to describe the magnitude of the friction force. According to the motor speed and the preset simulated damping coefficient, the friction resistance F=Spd*Kf can be calculated, where Spd is the motor speed and Kf is the preset simulated damping coefficient.

[0057] Step S33, calculating the target output torque of the vehicle according to the difference between the virtual pulling force and the friction resistance.

[0058] It should be noted that the target output torque is the torque required by the motor to keep the vehicle stable during the slope sliding process. The difference between the virtual pulling force and the friction resistance is calculated to obtain the net force, which is the target output torque required by the vehicle.

[0059] This implementation uses the concepts of virtual springs and friction resistance through a physical model-based calculation method to transform the complex vehicle slope control problem into a physical model-based problem, which is easy to understand and implement and reduces the design complexity of the control strategy.

[0060] It can be understood that the final target output torque Trq = L*Kl-Spd*Kf. Among them, when Trq is less than the torque TrqSlip required for steady-state slope sliding, the vehicle accelerates, ΔLslip becomes larger, L becomes larger, and the calculated Trq becomes larger; when Trq is greater than the torque TrqSlip required for steady-state slope sliding, the vehicle decelerates, ΔLslip becomes smaller, L becomes smaller, and the calculated Trq becomes smaller; when the vehicle slides to flat ground, the speed decreases, ΔLslip becomes smaller, L becomes smaller, until it is 0, and the vehicle stops in place; when the speed fluctuates, the damping model needs to select a suitable preset simulated damping coefficient to suppress the speed fluctuation.

[0061] Therefore, in this embodiment, the speed direction is not judged, the torque output is not limited, and the spring damping model is adopted, so that the sliding action can be performed adaptively, smoothly and reliably, and there will be no conventional speed loop torque residual problem after the vehicle slides to the flat ground.

[0062] This embodiment obtains the initial output torque and motor speed of the vehicle after the vehicle enters the rolling mode, and calculates the initial deformation of the virtual spring between the virtual wall and the vehicle according to the initial output torque and motor speed, wherein the initial position of the virtual wall is located in the uphill direction of the vehicle, and the virtual wall approaches the vehicle at a uniform speed from top to bottom, the virtual wall and the vehicle are connected by a virtual spring, and the initial deformation of the virtual spring is the deformation of the virtual spring under the conditions of the initial output torque and motor speed. By introducing the concepts of virtual wall and virtual spring, the complex vehicle rolling control problem is converted into a physical model based on a spring-damping system, thereby greatly reducing the difficulty of designing and implementing the control strategy. ; The initial deformation variable is used as the last deformation variable of the first preset torque calculation cycle. In each preset torque calculation cycle, the last deformation variable of the last preset torque calculation cycle is obtained, the virtual wall displacement relative to the last preset torque calculation cycle is obtained, and the vehicle displacement relative to the last preset torque calculation cycle is obtained. The target deformation variable of the current preset torque calculation cycle is determined according to the last deformation variable, the virtual wall displacement and the vehicle displacement. Whether under different slopes or different road conditions, this method can adapt to different working conditions by adjusting the deformation variable of the virtual spring; according to the target deformation variable and the motor speed, the target output torque of the current preset torque calculation cycle is determined and output. By introducing the concept of virtual wall and virtual spring model, the target deformation variable and output torque are dynamically adjusted to achieve smooth and reliable slope control, which overcomes the problem that the traditional slope control strategy needs to consider complex factors. It not only simplifies the control logic, but also simplifies the complex interaction into the calculation of spring deformation variable and damping coefficient by introducing virtual spring and virtual wall, thereby greatly reducing the complexity and difficulty of designing and implementing the slope control strategy.

[0063] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the vehicle slip control method of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0064] This application also provides a vehicle slope control device, please refer to Figure 4 , the vehicle slope control device comprises: A starting module 10 is used to obtain the initial output torque and motor speed of the vehicle after the vehicle enters the rolling mode, and calculate the initial deformation of the virtual spring between the virtual wall and the vehicle according to the initial output torque and the motor speed, wherein the initial position of the virtual wall is located in the uphill direction of the vehicle, and the virtual wall approaches the vehicle at a uniform speed from top to bottom, the virtual wall and the vehicle are connected by a virtual spring, and the initial deformation of the virtual spring is the deformation of the virtual spring under the conditions of the initial output torque and the motor speed; An updating module 20 is used to use the initial deformation amount as the previous deformation amount of the first preset torque calculation cycle, obtain the previous deformation amount of the previous preset torque calculation cycle, obtain the virtual wall displacement of the virtual wall relative to the previous preset torque calculation cycle, obtain the vehicle displacement of the vehicle relative to the previous preset torque calculation cycle, and determine the target deformation amount of the current preset torque calculation cycle according to the previous deformation amount, the virtual wall displacement and the vehicle displacement; The output module 30 is used to determine and output a target output torque of a current preset torque calculation cycle according to the target deformation amount and the motor speed.

[0065] The vehicle slope control device provided by the present application adopts the vehicle slope control method in the above embodiment, which can solve the technical problem of how to reduce the complexity of the electric vehicle slope control strategy. Compared with the prior art, the beneficial effects of the vehicle slope control device provided by the present application are the same as the beneficial effects of the vehicle slope control method provided by the above embodiment, and the other technical features of the vehicle slope control device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0066] The present application provides a vehicle rolling downhill control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle rolling downhill control method in the above-mentioned embodiment 1.

[0067] Reference below Figure 5 , which shows a schematic diagram of the structure of a vehicle rolling downhill control device suitable for implementing the embodiment of the present application. The vehicle rolling downhill control device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 5 The vehicle slope control device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0068] like Figure 5As shown, the vehicle rolling hill control device may include a processing device 1001 (such as a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the vehicle rolling hill control device are also stored. The processing device 1001, ROM1002 and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the vehicle rolling hill control device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows a vehicle rolling hill control device with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or provided instead.

[0069] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0070] The vehicle slope control device provided by the present application adopts the vehicle slope control method in the above embodiment, which can solve the technical problem of how to reduce the complexity of the electric vehicle slope control strategy. Compared with the prior art, the beneficial effects of the vehicle slope control device provided by the present application are the same as the beneficial effects of the vehicle slope control method provided by the above embodiment, and the other technical features of the vehicle slope control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0071] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0072] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0073] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the vehicle slope rolling control method in the above-mentioned embodiment.

[0074] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM: Random Access Memory), a read-only memory (ROM: Read Only Memory), an erasable programmable read-only memory (EPROM: Erasable Programmable Read Only Memory or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM: CD-Read Only Memory), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program, which may be used by or in combination with an instruction execution system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency: Radio Frequency), etc., or any suitable combination of the above.

[0075] The computer-readable storage medium may be included in the vehicle slope control device; or may exist independently without being assembled into the vehicle slope control device.

[0076] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the vehicle slope rolling control device, the vehicle slope rolling control device: after the vehicle enters the rolling mode, obtains the initial output torque and motor speed of the vehicle, and calculates the initial deformation of the virtual spring between the virtual wall and the vehicle according to the initial output torque and motor speed, wherein the initial position of the virtual wall is located in the uphill direction of the vehicle, and the virtual wall approaches the vehicle at a uniform speed from top to bottom, the virtual wall and the vehicle are connected by a virtual spring, and the initial deformation of the virtual spring is calculated based on the initial output torque and motor speed. The deformation of the virtual spring under the condition of the motor speed is obtained; the initial deformation is used as the previous deformation of the first preset torque calculation cycle, and in each preset torque calculation cycle, the previous deformation of the previous preset torque calculation cycle is obtained, the virtual wall displacement relative to the previous preset torque calculation cycle is obtained, and the vehicle displacement relative to the previous preset torque calculation cycle is obtained, and the target deformation of the current preset torque calculation cycle is determined according to the previous deformation, the virtual wall displacement and the vehicle displacement; the target output torque of the current preset torque calculation cycle is determined and output according to the target deformation and the motor speed.

[0077] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0078] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0079] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0080] The readable storage medium provided in the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned vehicle rolling downhill control method, and can solve the technical problem of how to reduce the complexity of the electric vehicle rolling downhill control strategy. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in the present application are the same as the beneficial effects of the vehicle rolling downhill control method provided in the above-mentioned embodiment, and will not be repeated here.

[0081] The present application also provides a computer program product, including a computer program, which implements the steps of the above-mentioned vehicle slope rolling control method when executed by a processor.

[0082] The computer program product provided by the present application can solve the technical problem of how to reduce the complexity of the electric vehicle rolling downhill control strategy. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the vehicle rolling downhill control method provided by the above embodiment, which will not be repeated here.

[0083] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A vehicle slope control method, characterized in that: The vehicle slope sliding control method comprises: After the vehicle enters the rolling mode, the initial output torque and the motor speed of the vehicle are obtained, and the initial deformation of the virtual spring between the virtual wall and the vehicle is calculated according to the initial output torque and the motor speed, wherein the initial position of the virtual wall is located in the uphill direction of the vehicle, and the virtual wall approaches the vehicle at a uniform speed from top to bottom, the virtual wall and the vehicle are connected by a virtual spring, and the initial deformation of the virtual spring is the deformation of the virtual spring under the conditions of the initial output torque and the motor speed; The initial deformation amount is used as the previous deformation amount of the first preset torque calculation cycle, and in each preset torque calculation cycle, the previous deformation amount of the previous preset torque calculation cycle is obtained, the virtual wall displacement amount of the virtual wall relative to the previous preset torque calculation cycle is obtained, and the vehicle displacement amount of the vehicle relative to the previous preset torque calculation cycle is obtained, and the target deformation amount of the current preset torque calculation cycle is determined according to the previous deformation amount, the virtual wall displacement amount and the vehicle displacement amount; The target output torque of the current preset torque calculation cycle is determined and output according to the target deformation amount and the motor speed.

2. The vehicle slope control method according to claim 1, characterized in that: The calculation formula corresponding to the initial deformation of the virtual spring between the virtual wall and the vehicle is L=(Trq+Spd*Kf) / Kl, wherein L is the initial deformation, Trq is the initial output torque, Spd is the motor speed, Kf is the preset simulated damping coefficient, and Kl is the preset simulated elastic coefficient.

3. The vehicle slope control method according to claim 1, characterized in that: The step of obtaining the virtual wall displacement relative to the last preset torque calculation cycle includes: Obtaining a target slope sliding speed of the vehicle, wherein the target slope sliding speed is a preset expected slope sliding speed; Obtaining the displacement change corresponding to the motor speed in each preset torque calculation cycle; Determining a deformation direction of the virtual spring according to a deformation state corresponding to the previous deformation amount; The virtual wall displacement is calculated according to the target sliding slope speed, the displacement change and the deformation direction.

4. The vehicle slope control method according to claim 2, characterized in that: The step of determining the target deformation amount of the current preset torque calculation cycle according to the previous deformation amount, the virtual wall displacement amount and the vehicle displacement amount comprises: Determining whether the virtual spring is in an undeformed state according to the last deformation amount; If it is determined that the virtual spring is in an undeformed state, determining a target deformation amount of a current preset torque calculation cycle according to the vehicle displacement; If it is determined that the virtual spring is in a deformed state, a target deformation amount of a current preset torque calculation cycle is calculated according to the previous deformation amount, the virtual wall displacement amount, and the vehicle displacement amount.

5. The vehicle rolling downhill control method according to claim 4, characterized in that: After the step of calculating the target deformation amount of the current preset torque calculation cycle according to the previous deformation amount, the virtual wall displacement amount and the vehicle displacement amount, the following step is further performed: Determining deformation states of the previous deformation amount and the target deformation amount respectively, wherein the deformation state includes a stretching state and a compressing state; Determining whether the deformation state of the virtual spring is consistent according to the deformation state of the previous deformation amount and the deformation state of the target deformation amount; If they are inconsistent, the deformation variable corresponding to the undeformed state is reset as the target deformation variable.

6. The vehicle rolling downhill control method according to claim 5, characterized in that: The step of determining and outputting the target output torque of the current preset torque calculation cycle according to the target deformation amount and the motor speed comprises: Calculating the virtual tension generated by the virtual spring based on the target deformation amount and a preset simulated elastic coefficient; Calculating friction resistance based on the motor speed and a preset simulated damping coefficient; A target output torque of the vehicle is calculated based on a difference between the virtual pulling force and the friction resistance.

7. A vehicle slope control device, characterized in that: The vehicle slope control device comprises: a start-up module, configured to obtain an initial output torque and a motor speed of the vehicle after the vehicle enters a rolling mode, and calculate an initial deformation amount of a virtual spring between a virtual wall and the vehicle according to the initial output torque and the motor speed, wherein the initial position of the virtual wall is located in an uphill direction of the vehicle, and the virtual wall approaches the vehicle at a uniform speed from top to bottom, the virtual wall and the vehicle are connected via a virtual spring, and the initial deformation amount of the virtual spring is the deformation amount of the virtual spring under the conditions of the initial output torque and the motor speed; an updating module, configured to use the initial deformation amount as the previous deformation amount of the first preset torque calculation cycle, obtain the previous deformation amount of the previous preset torque calculation cycle in each preset torque calculation cycle, obtain the virtual wall displacement of the virtual wall relative to the previous preset torque calculation cycle, obtain the vehicle displacement of the vehicle relative to the previous preset torque calculation cycle, and determine the target deformation amount of the current preset torque calculation cycle according to the previous deformation amount, the virtual wall displacement and the vehicle displacement; An output module is used to determine and output a target output torque of a current preset torque calculation cycle according to the target deformation amount and the motor speed.

8. A vehicle slope control device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle slope rolling control method according to any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle slope rolling control method according to any one of claims 1 to 6 are implemented.

10. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the steps of the vehicle hill-rolling control method according to any one of claims 1 to 6 are implemented.

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