A vehicle control method and device, vehicle and storage medium

Abstract

The application relates to a vehicle control method and device, a vehicle and a storage medium, and relates to the technical field of computers. The method comprises the following steps: in the case that the vehicle is performing hill creep starting, increasing the driving torque of the vehicle according to a preset gradient; in the case that the driving force corresponding to the increased driving torque is greater than the hill resistance of the vehicle, unloading the braking torque of the vehicle. Thus, the situation that the driving torque and the braking torque exist simultaneously to generate creep noise can be avoided during the hill creep starting of the vehicle, and the creep noise existing in the vehicle is reduced.

Description

Technical Field

[0001] This application relates to the field of computer technology, and more particularly to the field of vehicle ramp start technology, specifically to a vehicle control method, device, vehicle, and storage medium. Background Technology

[0002] With the popularization of new energy vehicles and the gradual increase in market demand for vehicle comfort, most vehicles have added hill start torque compensation function. This function improves the driving experience of the vehicle's crawl function. However, when the vehicle starts crawling, the vehicle's power system needs to output enough torque to overcome the component of gravity along the slope and propel the vehicle forward. In order to prevent the vehicle from rolling back on the slope, a hill start assist function is usually configured. When the vehicle starts, the traditional hill start assist function will temporarily maintain the braking force. The maintained braking force will not be coordinated with the crawl torque loading of the power system, which may generate friction and impact and cause noise.

[0003] In related technologies, CN115648961B uses different target creep torque control strategies based on the brake pedal opening to control the target creep torque of the vehicle. For example, when the brake pedal opening is less than a first preset threshold, greater than or equal to the first preset threshold but less than a second preset threshold, or greater than or equal to the second preset threshold, and the vehicle's preset assistance system is not activated, and the vehicle's current driving mode is not in energy-saving mode, the motor increases the creep torque starting from a torque greater than 0. CN117842028A obtains the activation status of the hill start assist function during the vehicle's hill start process and acquires the corresponding vehicle operating data according to the activation status to obtain data that reflects the user's experience with the hill start assist function. Based on this, the current activation slope threshold of the hill start assist function is adjusted, achieving adaptive adjustment of the hill start assist function activation conditions. Both of the above methods adjust the creep torque by the brake pedal opening or achieve adaptive adjustment of the hill start assist function, but they cannot avoid noise caused by the incoordination between the braking torque and the power system during vehicle start-up. Therefore, how to reduce vehicle noise during start-up and creeping is a technical problem that urgently needs to be solved. Summary of the Invention

[0004] This application provides a vehicle control method, apparatus, vehicle, and storage medium to at least solve the technical problem of high noise levels during vehicle start-up and creeping processes in related technologies. The technical solution of this application is as follows:

[0005] According to a first aspect of this application, a vehicle control method is provided, the method comprising: when the vehicle is performing a hill start, increasing the vehicle's driving torque according to a preset gradient; and unloading the vehicle's braking torque when the driving force corresponding to the increased driving torque is greater than the vehicle's hill resistance.

[0006] Based on the aforementioned technical methods, by increasing the vehicle's driving torque, the driving force corresponding to the driving torque is made greater than the slope resistance. This allows for the unloading of the vehicle's braking torque, avoiding the creeping noise generated by the coexistence of driving and braking torques during incline starts. This reduces creeping noise, and by rationally controlling the driving torque and unloading the braking torque, the vehicle's kinetic energy is effectively utilized, improving energy efficiency. Furthermore, increasing the vehicle's driving torque according to a preset gradient allows for precise control of the driving torque, enabling the vehicle to start more smoothly and efficiently on slopes.

[0007] In one possible implementation, the method further includes: driving the vehicle to perform a ramp start when the vehicle is on a slope, the vehicle has braking torque and driving torque, and both the vehicle's brake pedal and accelerator pedal are in the released state.

[0008] Based on the aforementioned technical means, when the vehicle is on a slope, the vehicle's hill start assist function can increase the vehicle's braking torque to prevent the vehicle from rolling backwards, and the vehicle's hill creep torque compensation function can adjust the vehicle's driving torque to drive the vehicle to start on a slope. By intelligently controlling the vehicle's braking torque and driving torque, the vehicle can start smoothly on a slope, improving the driving experience.

[0009] In another possible implementation, the method further includes: if the vehicle speed is greater than zero and less than a preset speed when the slope angle meets a preset angle, controlling the vehicle to generate driving torque; if the vehicle is stationary and changes from an accelerating state to a non-powered state, controlling the vehicle to generate braking torque. Based on the above technical means, the slope angle is used to determine whether the vehicle's slope assist function and slope creep torque compensation function are activated. When the slope assist function and slope creep torque compensation function are activated, the vehicle generates braking torque and driving torque, controlling the driving torque and braking torque to coordinate, allowing the vehicle to start smoothly on the slope.

[0010] In another possible implementation, the method includes: determining the frictional force of the vehicle on the ramp; and determining the inclination angle of the ramp based on the frictional force, the vehicle's acceleration, and the vehicle's weight.

[0011] Based on the aforementioned technical means, the inclination angle of the ramp can be accurately determined by friction, acceleration, and vehicle weight. This allows for more precise control of the vehicle's driving and braking torque when the vehicle starts crawling on the ramp, preventing the vehicle from rolling away or losing control and increasing vehicle safety.

[0012] In another possible implementation, the method further includes determining the driving force based on the increased driving torque, the vehicle's wheel radius, and the vehicle's transmission system efficiency.

[0013] Based on the above technical means, by accurately determining the driving force, the vehicle's braking torque can be unloaded when the driving force is greater than the slope resistance, effectively utilizing the vehicle's kinetic energy, improving energy efficiency, avoiding creep noise caused by braking torque and driving torque, and ensuring that the vehicle starts smoothly on the slope.

[0014] In another possible implementation, after unloading the vehicle's braking torque, the method further includes: during the vehicle's hill start, if the vehicle rolls backward for the first time, increasing the vehicle's braking torque; the braking force corresponding to the increased braking torque is greater than the difference between the sum of the vehicle's driving force and friction force and the vehicle's gravity component in the hill direction; if the vehicle rolls backward again, controlling the vehicle's electronic parking brake to park.

[0015] Based on the above-mentioned technical means, when the vehicle rolls backward for the first time, the braking torque of the vehicle is increased to stop the vehicle from rolling backward. If the vehicle rolls backward again, the vehicle is parked to prevent accidental slippage during the vehicle's incline start-up and improve vehicle safety.

[0016] In another possible implementation, the method further includes determining that the vehicle has runaway when the wheel speed exceeds a preset speed and the wheel speed direction is opposite to the preset driving direction.

[0017] Based on the aforementioned technical means, by accurately identifying vehicle slippage and promptly detecting the slippage phenomenon, it is possible to take swift countermeasures to prevent the vehicle from rolling backward uncontrollably and avoid potential safety accidents.

[0018] According to a second aspect provided in this application, a vehicle control device is provided, the device comprising: an increasing module and an unloading module; the increasing module is used to increase the driving torque of the vehicle according to a preset gradient when the vehicle is performing a hill start; the unloading module is used to unload the braking torque of the vehicle when the driving force corresponding to the increased driving torque is greater than the slope resistance of the vehicle.

[0019] In one possible implementation, the device further includes: a drive module; the drive module is configured to drive the vehicle to perform a ramp start when the vehicle is on a slope, the vehicle has braking torque and driving torque, and both the vehicle's brake pedal and accelerator pedal are in the released state.

[0020] In another possible implementation, the device further includes: a control module; the control module is configured to control the vehicle to generate driving torque if the vehicle speed is greater than zero and less than a preset speed when the slope angle meets a preset angle; and to control the vehicle to generate braking torque if the vehicle is stationary and changes from an accelerating state to a non-powered state.

[0021] In another possible implementation, the apparatus further includes: a determining module; a determining module for determining the frictional force of the vehicle on the ramp; and determining the inclination angle of the ramp based on the frictional force, the acceleration of the vehicle, and the weight of the vehicle.

[0022] In another possible implementation, the determining module is also used to determine the driving force based on the increased driving torque, the vehicle's wheel radius, and the vehicle's transmission system efficiency.

[0023] In another possible implementation, an additional module is added to increase the vehicle's braking torque when the vehicle first rolls back during a hill start; the braking force corresponding to the increased braking torque is greater than the difference between the sum of the vehicle's driving force and friction force and the vehicle's gravity component in the hill direction; the control module is also used to control the vehicle's electronic parking brake to park when the vehicle rolls back again.

[0024] In another possible implementation, the determining module is further configured to determine that the vehicle has runaway when the wheel speed exceeds a preset speed and the wheel speed direction is opposite to the preset driving direction.

[0025] According to a third aspect provided in this application, a vehicle is provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement the method of the first aspect described above and any possible implementation thereof.

[0026] According to a fourth aspect provided in this application, a computer-readable storage medium is provided that, when the instructions in the computer-readable storage medium are executed by a processor of a vehicle, enables the vehicle to perform the methods described in the first aspect and any possible implementation thereof.

[0027] According to the fifth aspect provided in this application, a computer program product is provided, the computer program product including computer instructions that, when executed on a vehicle, cause the vehicle to perform the method described in the first aspect and any possible implementation thereof.

[0028] Therefore, the above-mentioned technical features of this application have the following beneficial effects:

[0029] (1) By increasing the vehicle's driving torque, the driving force corresponding to the driving torque is made greater than the slope resistance, so as to unload the vehicle's braking torque and avoid the creeping noise generated by the coexistence of driving torque and braking torque during the vehicle's incline start-up. This reduces the vehicle's creeping noise. By reasonably controlling the driving torque and unloading the braking torque, the vehicle's kinetic energy is effectively utilized, improving energy efficiency. Furthermore, by increasing the vehicle's driving torque according to a preset gradient, the driving torque can be precisely controlled, enabling the vehicle to start more smoothly and efficiently on the slope.

[0030] (2) When the vehicle is on a slope, the vehicle’s slope assist function can increase the vehicle’s braking torque to prevent the vehicle from rolling away. The vehicle’s slope creep torque compensation function can adjust the vehicle’s driving torque to drive the vehicle to start on a slope. By intelligently controlling the vehicle’s braking torque and driving torque, the vehicle can start smoothly on the slope and improve the driving experience.

[0031] (3) By measuring the slope angle, determine whether the vehicle’s slope assist function and slope creep torque compensation function are activated. When the vehicle’s slope assist function and slope creep torque compensation function are activated, the vehicle generates braking torque and driving torque. Control the driving torque and braking torque to coordinate, so that the vehicle can start smoothly on the slope.

[0032] (4) By using friction, acceleration and vehicle weight, the inclination angle of the ramp can be accurately determined, thereby more precisely controlling the driving torque and braking torque of the vehicle when the vehicle starts crawling on the ramp, avoiding the vehicle from slipping or losing control, and increasing the safety of the vehicle.

[0033] (5) By accurately determining the driving force, the vehicle's braking torque can be unloaded when the driving force is greater than the slope resistance, effectively utilizing the vehicle's kinetic energy, improving energy efficiency, avoiding creep noise caused by braking torque and driving torque, and ensuring that the vehicle starts smoothly on the slope.

[0034] (6) In the event that the vehicle rolls off for the first time, increase the vehicle’s braking torque to stop the vehicle from rolling off. If the vehicle rolls off again, park the vehicle to prevent accidental slippage during the vehicle’s hill start and improve vehicle safety.

[0035] (7) By accurately identifying vehicle slippage, timely detection of vehicle slippage can be carried out to take immediate countermeasures to prevent the vehicle from rolling backward uncontrollably and avoid potential safety accidents.

[0036] It should be noted that the technical effects of any of the implementation methods in aspects two through five can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here.

[0037] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0038] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0039] Figure 1 This is a schematic diagram of the structure of a vehicle control system according to an exemplary embodiment;

[0040] Figure 2 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment;

[0041] Figure 3 This is a flowchart illustrating another vehicle control method according to an exemplary embodiment;

[0042] Figure 4 This is a flowchart illustrating yet another vehicle control method according to an exemplary embodiment;

[0043] Figure 5 This is a flowchart illustrating yet another vehicle control method according to an exemplary embodiment;

[0044] Figure 6 This is a flowchart illustrating yet another vehicle control method according to an exemplary embodiment;

[0045] Figure 7 This is a flowchart illustrating yet another vehicle control method according to an exemplary embodiment;

[0046] Figure 8 This is a block diagram illustrating a vehicle control device according to an exemplary embodiment;

[0047] Figure 9 This is a block diagram illustrating a vehicle according to an exemplary embodiment. Detailed Implementation

[0048] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0049] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0050] With the popularization of new energy vehicles and the increasing market demand for vehicle comfort, many vehicles have added hill start torque compensation. This function improves the driving experience during crawling. However, when starting on a slope, the vehicle's power system needs to output sufficient torque to overcome the component of gravity along the slope and propel the vehicle forward. To prevent the vehicle from rolling back on the slope, hill start assist is usually configured. When starting, traditional hill start assist temporarily maintains the braking force. This maintained braking force may not be coordinated with the crawling torque loading of the power system, potentially causing friction and impact, resulting in noise. Current technologies mostly address crawling noise by optimizing friction pad materials and structures, and brake disc materials, but this often increases costs and time.

[0051] In related technologies, the temperature of the vehicle's friction pads is detected to determine whether heating is necessary, and if so, the friction pads are heated. Both a temperature sensor and a heating unit are mounted on the friction pads. The temperature sensor is connected to the input of a control unit, and the heating unit is connected to the output of the control unit. The control unit obtains the friction pad temperature based on the detection signal sent by the temperature sensor and controls the heating unit to operate when the friction pad temperature is lower than a preset heating threshold. This method actively heats the friction pads, avoiding the problem of excessive braking noise that easily occurs at low vehicle temperatures, but it cannot solve the noise problem during vehicle start-up and creeping.

[0052] In another related technology, the brake pad includes a steel backing and a friction block used in conjunction with the steel backing. The friction block is made of a friction material. The brake pad composition includes: 4-10% phenolic resin, 1-2% hydroxyl-terminated hyperbranched polyester, 1-2% terpene resin, 1-3% aramid pulp, 12-25% steel fiber, 8-15% mineral fiber, 3-8% magnesium oxide, 4-8% zirconium silicate, 3-7% antimony sulfide, 2-4% tungsten sulfide, 4-8% flake graphite, 1-2% ultrafine conductive graphite powder, 4-8% coke particles, 2-5% fluororubber, and 25-35% barite. The components of the friction material are weighed and mixed evenly according to their proportions to obtain a mixture. This mixture is added to a mold cavity and leveled, followed by the addition of a backing material and leveling. The mixture is then pressed and demolded to obtain a semi-finished product. The semi-finished product is then ground and sprayed to obtain the brake pad. This method reduces creep noise in vehicles by optimizing friction pad materials, but it cannot fundamentally solve the noise problem during vehicle start-up and creeping. Therefore, how to reduce vehicle noise during start-up and creeping is a pressing technical problem that needs to be solved.

[0053] To address the aforementioned problems, this application proposes a vehicle control method. This method increases the vehicle's driving torque so that the driving force corresponding to the driving torque exceeds the slope resistance, thereby unloading the vehicle's braking torque. This avoids the creeping noise generated by the coexistence of driving and braking torques during incline starts, thus reducing vehicle creeping noise. By rationally controlling the driving torque and unloading the braking torque, the vehicle's kinetic energy is effectively utilized, improving energy efficiency. Furthermore, increasing the vehicle's driving torque according to a preset gradient allows for precise control of the driving torque, enabling the vehicle to start more smoothly and efficiently on slopes.

[0054] For ease of understanding, the vehicle control method provided in this application will be described in detail below with reference to the accompanying drawings.

[0055] Figure 1 This is a schematic diagram illustrating the composition of a vehicle control system according to an exemplary embodiment, such as... Figure 1 As shown, the vehicle control system 100 includes: a vehicle control unit (VCU) 101, an inertial measurement unit (IMU) 102, an electronic stability control (ESC) 103, and an electronic parking brake (FPB) 104.

[0056] In some embodiments, the vehicle control module 101 is used to perform hill-start assist torque compensation based on sensor signals from the inertial sensor 102. Upon receiving the hill-start assist control (HHC) activation flag from the vehicle stability control module 103 and releasing the brake pedal, a crawl start request signal is issued.

[0057] The inertial sensor 102 is used to output the longitudinal acceleration, lateral acceleration and yaw rate signals of the vehicle to the vehicle stability control module 103 and the vehicle control module 101.

[0058] The vehicle stability control module 103 is used to briefly maintain hydraulic braking to prevent the vehicle from rolling backwards when the driver releases the brake pedal, based on the vehicle's longitudinal acceleration signal, the brake pedal signal it collects, and wheel speed signals. This activates the hill start assist function. Furthermore, when the vehicle control module 101 issues a creep start request signal, it calculates and controls the timely unloading of the hydraulic brake based on the driving force, the slope descent force, and the hydraulic braking force, preventing the simultaneous presence of driving torque and hydraulic braking torque, which would generate creeping noise.

[0059] The electronic parking module 104 is used to apply the parking brake in the event that the vehicle rolls backward a second time.

[0060] It should be noted that the system architecture and application scenarios described in the embodiments of this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided in the embodiments of this application. As those skilled in the art will know, with the evolution of system architecture and the emergence of new business scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0061] In some embodiments, the vehicle control method provided in this application may be executed by the vehicle itself, the vehicle's control module, a vehicle control device, or other equipment or devices for controlling the vehicle. This application does not impose any restrictions on this.

[0062] Figure 2 This is a flowchart illustrating a vehicle control method according to an exemplary embodiment, such as... Figure 2 As shown, the vehicle control method includes the following steps:

[0063] S201. When the vehicle is starting on a slope, increase the vehicle's driving torque according to a preset gradient.

[0064] Among them, "hill start" indicates that the vehicle is in an uphill state on a slope, and the driver has not operated the brake or drive pedals. "Preset gradient" indicates that the vehicle's drive torque gradually increases over time at a certain slope. Drive torque is the torque output from the vehicle's engine or electric motor to the wheels, used for vehicle acceleration, climbing, and traction.

[0065] For example, when a vehicle starts on an incline, neither the brake pedal nor the drive pedal is operated, but the vehicle's incline torque compensation is activated. The incline torque compensation can be applied to the vehicle in real time according to the target incline speed, i.e., increasing the vehicle's drive torque according to a preset gradient, so that the vehicle can travel at a constant speed on the incline.

[0066] S202. When the driving force corresponding to the increased driving torque is greater than the vehicle's slope resistance, unload the vehicle's braking torque.

[0067] Gradient resistance refers to the force that hinders a vehicle's forward movement when it is traveling on a slope due to the slope's gradient. It is generated by the component of the vehicle's weight along the slope's inclination direction. The magnitude of gradient resistance is positively correlated with the slope's angle of inclination and the vehicle's mass; the greater the slope's angle of inclination and the greater the vehicle's mass, the greater the gradient resistance.

[0068] Driving force is the force generated by a vehicle's engine or electric motor, and the force corresponding to driving torque. It enables the vehicle to overcome various resistances (such as rolling resistance, air resistance, and gradient resistance) and achieve acceleration, speed maintenance, or hill climbing. Braking torque is the torque generated by the braking system on the rotating shaft during vehicle braking, used to decelerate or stop the rotating wheels.

[0069] For example, when a vehicle performs a hill start, its hill start assist function is activated. This function generates braking torque to prevent the vehicle from rolling backward on the slope. After increasing the vehicle's drive torque according to a preset gradient, the driving force corresponding to the increased drive torque can be compared with the vehicle's slope resistance. If the driving force corresponding to the increased drive torque is greater than the vehicle's slope resistance, it indicates that the driving force corresponding to the vehicle's drive torque can resist the slope resistance. To avoid crawling noise caused by an imbalance between the vehicle's drive torque and braking torque, the vehicle's braking torque can be reduced.

[0070] It should be understood that by increasing the vehicle's drive torque, the corresponding driving force is made greater than the slope resistance, thus unloading the vehicle's braking torque. This avoids the creeping noise generated by the coexistence of drive torque and braking torque during incline starts, thereby reducing vehicle creeping noise. By rationally controlling the drive torque and unloading the braking torque, the vehicle's kinetic energy is effectively utilized, improving energy efficiency. Furthermore, increasing the vehicle's drive torque according to a preset gradient allows for precise control of the drive torque, enabling the vehicle to start more smoothly and efficiently on slopes.

[0071] In some embodiments, when the vehicle is on a slope and the driver does not operate the brake or drive pedals, the slope blocking function and slope creep torque compensation function are activated, causing the vehicle to initiate a creep start. Therefore, as... Figure 3 As shown, the vehicle control method provided in this application embodiment further includes the following step S200:

[0072] S200: When the vehicle is on a slope, the vehicle has braking torque and driving torque, and both the brake pedal and accelerator pedal are released, drive the vehicle to perform a slope crawl start.

[0073] For example, when the vehicle is on a slope, both the brake pedal and accelerator pedal are released. The vehicle's ESC module can determine whether the slope has reached the activation threshold of the hill start assist function based on the acceleration signal from the IMU module and the wheel speed signal. If the activation threshold of the hill start assist function is reached, braking torque is generated to prevent the vehicle from rolling backward, and the ESC module can send an HHC activation flag to the VCU module. The activation threshold of the hill start assist function can be a 4% slope or other slope levels; this embodiment does not limit this.

[0074] When the vehicle is on a slope, the VCU module can perform slope creep torque compensation based on the target creep speed, generating drive torque to allow the vehicle to travel at a constant speed on the slope. The VCU module can receive the HHC activation flag sent by the ESC module. When the slope creep torque compensation function is activated and both the brake pedal and accelerator pedal are released, the VCU module sends a creep start request signal (drive off) to drive the vehicle to perform a creep start on the slope.

[0075] It should be understood that when a vehicle is on a slope, the vehicle's hill start assist function can increase the vehicle's braking torque to prevent the vehicle from rolling backwards, and the vehicle's hill creep torque compensation function can adjust the vehicle's driving torque to drive the vehicle to start on a slope. By intelligently controlling the vehicle's braking torque and driving torque, the vehicle can start smoothly on a slope, improving the driving experience.

[0076] In other embodiments, the inclination angle of the ramp where the vehicle is located can be determined based on the vehicle's acceleration. Thus, when the inclination angle of the ramp meets a preset angle, the brake pedal is released, and the wheel speed is zero, the vehicle is controlled to generate braking torque and driving torque. Therefore, as... Figure 4 As shown, the vehicle control method provided in this application embodiment further includes the following steps S401-S402:

[0077] S401. When the slope angle meets the preset angle, if the vehicle speed is greater than zero and less than the preset speed, control the vehicle to generate driving torque.

[0078] For example, it can be determined whether the inclination angle of the slope where the vehicle is located meets a preset angle. If the inclination angle meets the preset angle, the vehicle speed can also be monitored. Therefore, when the vehicle speed is greater than zero but less than a preset speed, i.e., the vehicle speed is close to zero, the vehicle's slope creep torque compensation function is activated. The vehicle's slope creep torque compensation function controls the vehicle to generate driving torque, performing slope creep torque compensation, so that the vehicle travels at a constant speed on the slope. The preset angle and preset speed are set by relevant technical personnel according to actual conditions and needs, and this application embodiment does not limit them.

[0079] S402. If the vehicle is stationary and changes from an accelerating state to a non-powered state, control the vehicle to generate braking torque.

[0080] For example, when the inclination angle of the ramp meets a preset angle, the vehicle's status can also be monitored. Thus, when the vehicle is stationary and changes from an accelerating state to a de-energized state, the vehicle's hill-start assist function is activated. The hill-start assist function controls the vehicle to generate braking torque, preventing the vehicle from rolling backward. The vehicle's status can also be monitored by monitoring the state of the accelerator pedal. When the accelerator pedal changes from a depressed state to a released state, the vehicle's status changes from an accelerating state to a de-energized state.

[0081] The vehicle's status can be monitored using vehicle speed or acceleration sensors. When the vehicle speed is zero, or when the acceleration sensor shows no change in acceleration, the vehicle is stationary. The status of the accelerator pedal can also be monitored using pedal position sensors, throttle position sensors, or the vehicle's electronic control unit.

[0082] It should be understood that the slope's inclination angle is used to determine whether the vehicle's hill start assist and hill creep torque compensation functions are activated. When these functions are activated, the vehicle generates braking and driving torques, controlling their coordination to ensure a smooth start on the slope.

[0083] In some other embodiments, the inclination angle of the ramp can also be determined by determining the frictional force of the vehicle on the ramp. Therefore, as... Figure 5 As shown, the vehicle control method provided in this application embodiment further includes the following steps S501-S502:

[0084] S501. Determine the friction force of the vehicle on the slope.

[0085] Among them, the friction force of a vehicle on a slope refers to the friction force generated when the vehicle's tires come into contact with the slope surface. The magnitude of this friction force is related to the component of the vehicle's weight perpendicular to the slope and the coefficient of friction of the slope surface.

[0086] For example, the friction force of a vehicle on a slope can be calculated using the component of the vehicle's weight perpendicular to the slope and the coefficient of friction. Alternatively, the friction force can be estimated by real-time monitoring of the vehicle's acceleration and velocity using sensors, combined with a vehicle dynamics model. The friction force on a slope is a parameter describing the frictional characteristics between the road surface material and the tire material, and can be determined experimentally or by finding standard values. The coefficient of friction is affected by factors such as road surface material, tire material, road surface moisture, and temperature.

[0087] S502. Determine the inclination angle of the ramp based on friction, vehicle acceleration, and vehicle weight.

[0088] The vehicle's acceleration is obtained by the vehicle's IMU module or by the vehicle's sensors.

[0089] For example, when a vehicle is on a slope, its acceleration is the component of gravitational acceleration along the slope's incline. The slope's angle can be determined by calculating the ratio of this acceleration component to gravitational acceleration using inverse trigonometric functions. Therefore, the product of the vehicle's acceleration and its weight equals the difference between the component of the vehicle's weight along the slope's incline and the frictional force. An equation can be established based on the relationship between friction, the vehicle's acceleration, and its weight to determine the slope's angle.

[0090] It should be understood that the inclination angle of a ramp can be accurately determined by considering friction, acceleration, and the vehicle's weight. This allows for more precise control of the vehicle's drive and braking torque when starting on an incline, preventing the vehicle from rolling backward or losing control and increasing vehicle safety.

[0091] In some other embodiments, the driving force corresponding to the driving torque can also be determined by the increased driving torque, the vehicle's wheel radius, and the vehicle's transmission system efficiency. Therefore, the vehicle control method provided in this application embodiment further includes the following step: determining the driving force based on the increased driving torque, the vehicle's wheel radius, and the vehicle's transmission system efficiency.

[0092] Among them, the efficiency of a vehicle's transmission system represents the ability of the vehicle's transmission system to effectively transmit the power generated by the engine to the drive wheels. The level of transmission efficiency directly affects the vehicle's power performance, fuel economy, and overall performance.

[0093] For example, the driving force is equal to the ratio of the product of the increased driving torque and the vehicle's transmission efficiency to the vehicle's wheel radius. An equation can be established based on the relationship between the increased driving torque, the vehicle's wheel radius, and the vehicle's transmission efficiency to determine the driving force corresponding to the increased torque.

[0094] It should be understood that by accurately determining the driving force, the vehicle's braking torque can be unloaded when the driving force is greater than the slope resistance, effectively utilizing the vehicle's kinetic energy, improving energy efficiency, avoiding creep noise caused by braking torque and driving torque, and ensuring that the vehicle starts smoothly on the slope.

[0095] In some other embodiments, after unloading the vehicle's braking torque, it is also possible to detect whether the vehicle has rolled away, so that appropriate measures can be taken to prevent an accident if the vehicle rolls away. Therefore, as Figure 6 As shown, the vehicle control method provided in this application embodiment further includes the following steps S203-S204:

[0096] S203. During the incline start of a vehicle, if the vehicle rolls backward for the first time, increase the vehicle's braking torque.

[0097] Specifically, the increased braking torque corresponds to a braking force greater than the difference between the sum of the vehicle's driving force and frictional force and the vehicle's gravitational component in the incline direction. The increased braking torque is also greater than the braking torque required to unload the vehicle.

[0098] For example, after unloading the vehicle's braking torque, due to environmental factors, the vehicle's drive torque may not be sufficient to support the vehicle's climbing ability, potentially causing it to roll back. Therefore, during a hill start, the system can detect whether the vehicle is rolling back. If the vehicle rolls back for the first time, the ESC module can increase the braking torque to bring the vehicle to a stop.

[0099] It should be understood that after the vehicle stops rolling back by increasing the vehicle's braking torque, it can be driven to attempt a hill start again based on the vehicle's request for a crawl start.

[0100] S204. If the vehicle rolls away again, control the vehicle's electronic parking brake to hold the vehicle in place.

[0101] For example, during the process of resuming a hill start based on a vehicle creep start request, it is possible to detect whether the vehicle rolls back again. If the vehicle rolls back again, it indicates a risk of further rollback. To avoid an accident, the vehicle's electronic parking brake can be activated, and the vehicle can be released and started moving when the driver actively presses the accelerator pedal.

[0102] It should be understood that in the event of the vehicle rolling backward for the first time, increasing the vehicle's braking torque will stop the vehicle from rolling backward. If the vehicle rolls backward again, parking will be implemented to prevent accidental slippage during the vehicle's incline start-up and improve vehicle safety.

[0103] In some other embodiments, the vehicle rollover can be determined by the wheel rotation speed and wheel speed direction. Therefore, the vehicle control method provided in this application further includes the following step: determining that the vehicle has rolledover when the wheel rotation speed exceeds a preset speed and the wheel speed direction is opposite to the preset driving direction.

[0104] For example, to prevent the vehicle from rolling back during a creep start, the vehicle's ESC module can detect wheel speed pulse signals and wheel speed direction signals, so as to determine that the vehicle is rolling back when the wheel speed exceeds a preset speed and the wheel speed direction is opposite to the preset driving direction.

[0105] It should be understood that by accurately identifying vehicle slippage and promptly detecting such slippage, it is possible to take swift countermeasures to prevent the vehicle from rolling backward uncontrollably and avoid potential safety accidents.

[0106] Figure 7 This is a flowchart illustrating yet another vehicle control method according to an exemplary embodiment, such as... Figure 7 As shown, the process includes the following steps: ESC determines whether the HHC activation condition has been met. If the HHC activation condition has not been met, the process continues to determine whether the HHC activation condition has been met until it is met. If the HHC activation condition is met, HHCactive is generated.

[0107] The VCU determines whether to activate ramp creep compensation. If ramp creep compensation is not activated, it continues to determine whether to activate it until ramp creep compensation is activated. If ramp creep compensation is activated, the VCU determines whether to send a creep start drive-off request based on HHCactive.

[0108] If no crawl start drive-off request is sent, the system continues to determine whether to send a crawl start drive-off request until one is sent. If a crawl start drive-off request is sent, the system monitors the drive torque based on HHC active and determines whether the hydraulic unloading timing has been reached.

[0109] If the hydraulic unloading timing has not been reached, the system continues to assess whether the timing has been reached until it is. Once the hydraulic unloading timing is reached, the ESC controls the hydraulic system to unload the hydraulic load promptly, avoiding creeping noise.

[0110] The ESC monitors whether the vehicle is rolling backwards. If no rolling backwards occurs, the process ends. If rolling backwards occurs, the ESC is triggered to increase pressure again. The VCU determines whether to send a creep start drive-off request. The ESC monitors whether the vehicle continues to roll backwards. If the vehicle does not continue to roll backwards, the monitoring continues. If the vehicle continues to roll backwards, the ESC requests the EPB to park, and the process ends.

[0111] The foregoing primarily describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the aforementioned functions, the vehicle control device or vehicle includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0112] This application embodiment can, according to the above method, exemplarily divide a vehicle control device or vehicle into functional modules. For example, the vehicle control device or vehicle may include various functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division; in actual implementation, there may be other division methods.

[0113] Figure 8 This is a block diagram illustrating a vehicle control device according to an exemplary embodiment. (Refer to...) Figure 8 The vehicle control device 800 includes an increasing module 801 and an unloading module 802. The increasing module 801 is used to increase the driving torque of the vehicle according to a preset gradient when the vehicle is starting on a slope; the unloading module 802 is used to unload the braking torque of the vehicle when the driving force corresponding to the increased driving torque is greater than the slope resistance of the vehicle.

[0114] In one possible implementation, the device further includes: a drive module 803; the drive module 803 is used to drive the vehicle to perform a ramp start when the vehicle is on a slope, the vehicle has braking torque and driving torque, and the vehicle's brake pedal and accelerator pedal are both in the released state.

[0115] In another possible implementation, the device further includes: a control module 804; the control module 804 is used to control the vehicle to generate driving torque if the vehicle speed is greater than zero and less than a preset speed when the slope angle meets a preset angle; and to control the vehicle to generate braking torque if the vehicle is stationary and changes from an accelerating state to a non-powered state.

[0116] In another possible implementation, the device further includes: a determining module 805; the determining module 805 is used to determine the friction force of the vehicle on the ramp; and to determine the inclination angle of the ramp based on the friction force, the acceleration of the vehicle, and the weight of the vehicle.

[0117] In another possible implementation, the determining module 805 is also used to determine the driving force based on the increased driving torque, the vehicle's wheel radius, and the vehicle's transmission system efficiency.

[0118] In another possible implementation, module 801 is added to increase the vehicle's braking torque when the vehicle first rolls back during a hill start. The braking force corresponding to the increased braking torque is greater than the difference between the sum of the vehicle's driving force and friction force and the vehicle's gravity component in the hill direction. Control module 804 is also used to control the vehicle's electronic parking brake to park the vehicle when it rolls back again.

[0119] In another possible implementation, the determining module 805 is also used to determine that the vehicle has run away when the wheel speed exceeds the preset speed and the wheel speed direction is opposite to the preset driving direction.

[0120] Based on the aforementioned technical methods, by increasing the vehicle's driving torque, the driving force corresponding to the driving torque is made greater than the slope resistance. This allows for the unloading of the vehicle's braking torque, avoiding the creeping noise generated by the coexistence of driving and braking torques during incline starts. This reduces creeping noise, and by rationally controlling the driving torque and unloading the braking torque, the vehicle's kinetic energy is effectively utilized, improving energy efficiency. Furthermore, increasing the vehicle's driving torque according to a preset gradient allows for precise control of the driving torque, enabling the vehicle to start more smoothly and efficiently on slopes.

[0121] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0122] Figure 9 This is a block diagram illustrating a vehicle according to an exemplary embodiment. Figure 9 As shown, vehicle 900 includes, but is not limited to, processor 901 and memory 902.

[0123] The memory 902 described above is used to store the executable instructions of the processor 901. It is understood that the processor 901 is configured to execute instructions to implement the vehicle control method in the above embodiments.

[0124] It should be noted that those skilled in the art will understand that Figure 9 The vehicle structure shown does not constitute a limitation on the vehicle; a vehicle may include, but is not limited to, other types of vehicles. Figure 9 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0125] The processor 901 is the control center of the vehicle, connecting various parts of the vehicle through various interfaces and lines. It performs various vehicle functions and processes data by running or executing software programs and / or modules stored in the memory 902, and by calling data stored in the memory 902, thereby providing overall vehicle monitoring. The processor 901 may include one or more processing units. Optionally, the processor 901 may integrate an application processor and a modem processor, where the application processor mainly handles the operating system, user interface, and applications, and the modem processor mainly handles wireless communication. It is understood that the modem processor may also not be integrated into the processor 901.

[0126] The memory 902 can be used to store software programs and various data. The memory 902 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 902 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0127] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 902 including instructions, which can be executed by a processor 901 of a vehicle 900 to implement the vehicle control method in the above embodiments.

[0128] In actual implementation, Figure 8 The functions of the add module 801, unload module 802, drive module 803, determine module 804, and control module 805 can all be provided by... Figure 9 The processor 901 calls the computer program stored in the memory 902 to implement the process. The specific execution process can be found in the description of the method section in the previous embodiment, and will not be repeated here.

[0129] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device.

[0130] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by a vehicle processor 901 to complete the vehicle control method in the above embodiments.

[0131] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the vehicle's processor, they implement the various processes of the above method embodiments and achieve the same technical effects as the above methods. To avoid repetition, they will not be described again here.

[0132] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0133] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0134] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the classified units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0135] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0136] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, essentially, or the part that contributes to the prior art, or a complete or partial classification of the technical solution, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0137] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: When the vehicle's ramp creep torque compensation function is activated, the vehicle's drive torque is increased according to a preset gradient; wherein, the ramp creep torque compensation function is activated when the vehicle is on a ramp and both the vehicle's brake pedal and accelerator pedal are in the released state. If the driving force corresponding to the increased driving torque is greater than the vehicle's slope resistance, the vehicle's braking torque is unloaded to reduce the vehicle's creep noise. The method further includes: When the vehicle is on a slope and both the brake pedal and the accelerator pedal are released, the vehicle's acceleration signal and wheel speed signal are acquired. Based on the acceleration signal and the wheel speed signal, determine whether the ramp has reached the activation threshold of the ramp assist function; When the ramp reaches the activation threshold of the ramp assist function, the ramp assist function is activated; wherein the ramp assist function is used to control the vehicle to generate braking torque to prevent the vehicle from rolling backward.

2. The method according to claim 1, characterized in that, The method further includes: If the vehicle speed is greater than zero and less than the preset speed when the slope angle meets the preset angle, the vehicle is controlled to generate the driving torque. If the vehicle is stationary and changes from an accelerating state to a non-powered state, the vehicle is controlled to generate the braking torque.

3. The method according to claim 2, characterized in that, The method further includes: Determine the friction force of the vehicle on the slope; The inclination angle of the ramp is determined based on the friction force, the acceleration of the vehicle, and the weight of the vehicle.

4. The method according to claim 1, characterized in that, The method further includes: The driving force is determined based on the increased driving torque, the wheel radius of the vehicle, and the efficiency of the vehicle's transmission system.

5. The method according to claim 1, characterized in that, After unloading the braking torque of the vehicle, the method further includes: During the incline start-up of the vehicle, if the vehicle rolls backward for the first time, the braking torque of the vehicle is increased; the braking force corresponding to the increased braking torque is greater than the difference between the sum of the driving force and friction force of the vehicle and the gravity component of the vehicle in the incline direction. If the vehicle rolls away again, the electronic parking brake of the vehicle will be activated to hold the vehicle in place.

6. The method according to claim 5, characterized in that, The method further includes: If the wheel speed exceeds the preset speed and the wheel speed direction is opposite to the preset driving direction, it is determined that the vehicle has run away.

7. A vehicle control device, characterized in that, The device includes: an adding module and an unloading module; The increasing module is used to increase the driving torque of the vehicle according to a preset gradient when the vehicle's ramp creep torque compensation function is activated; wherein the ramp creep torque compensation function is activated when the vehicle is on a ramp and both the brake pedal and the accelerator pedal are in the released state. The unloading module is used to unload the vehicle's braking torque when the driving force corresponding to the increased driving torque is greater than the vehicle's slope resistance, so as to reduce the vehicle's creeping noise. The device is also used for: When the vehicle is on a slope and both the brake pedal and the accelerator pedal are released, the vehicle's acceleration signal and wheel speed signal are acquired. Based on the acceleration signal and the wheel speed signal, determine whether the ramp has reached the activation threshold of the ramp assist function; When the ramp reaches the activation threshold of the ramp assist function, the ramp assist function is activated; wherein the ramp assist function is used to control the vehicle to generate braking torque to prevent the vehicle from rolling backward.

8. A vehicle, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured to execute the instructions to implement the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, When the computer-executable instructions stored in the computer-readable storage medium are executed by the vehicle's processor, the vehicle is able to perform the method as described in any one of claims 1 to 6.

10. A computer program product, characterized in that, The computer program product includes computer instructions that, when run on a vehicle, cause the vehicle to perform the method as described in any one of claims 1 to 6.

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