Vehicle hill starting control method and device, light truck and storage medium

Abstract

The invention relates to the technical field of vehicles, and provides a vehicle hill starting control method and device, a light truck and a storage medium. The method comprises the steps that the idling speed increasing function state, the hand brake state, the accelerator opening degree and the brake state of a vehicle are collected through components such as a sensor of the vehicle, idling speed increasing requirement judgment and hill starting working condition judgment are conducted on the vehicle on the basis of the collected related vehicle data, and when the vehicle triggers the hill starting working condition, the vehicle is started to start the vehicle. And dynamically controlling the engine speed of the vehicle based on the target road ramp angle and the vehicle weight, and timely increasing the engine speed. Hardware does not need to be purchased, only corresponding control strategies are added to an application layer, the vehicle is controlled in a low-cost mode to overcome slope resistance to the maximum extent, the vehicle slope sliding behavior is prevented, and the vehicle driving safety is greatly improved.

Description

Background Art

[0002] New energy vehicles use the stall characteristics of the motor to prevent the vehicle from rolling down the slope, but the three-phase current generated when the drive motor is running in a stall condition is very large, resulting in a very large amount of heat generated by the motor instantly. Therefore, due to the limitations of the motor overtemperature protection strategy, the motor cannot continuously output a large torque when running in a stall condition. When the output torque is not enough to overcome the slope resistance, the vehicle will still roll down the slope.

[0003] Traditional vehicles equipped with assisted driving functions can activate this function to prevent the vehicle from rolling down a slope, but traditional vehicles not equipped with assisted driving functions (such as light trucks with a large cargo capacity) will still roll down a slope when starting on a slope with a large inclination angle.

[0004] Therefore, how to develop a low-cost hill start control technology for traditional vehicles that are not equipped with assisted driving functions has become a problem that needs to be solved urgently. Summary of the invention

[0005] The embodiments of the present application provide a control method and device for starting a vehicle on a hill, a light truck, and a storage medium to solve the problem of a conventional vehicle that is not equipped with an assisted driving function rolling down a hill.

[0006] In a first aspect, an embodiment of the present application provides a method for controlling a vehicle hill start, comprising:

[0007] When the vehicle has a climbing demand, the vehicle's idle speed increase demand is determined based on the vehicle's idle speed increase function status, handbrake status, and throttle opening;

[0008] When the vehicle has an idle speed increase requirement, the vehicle is judged for hill start conditions based on the braking status;

[0009] When the vehicle triggers the hill start condition, the vehicle's engine speed is increased based on the target road ramp angle and vehicle weight.

[0010] Optionally, when the vehicle has a climbing demand, judging the idle speed increase demand of the vehicle based on the idle speed increase function state, handbrake state and throttle opening of the vehicle includes:

[0011] When the vehicle has a climbing demand, the idle speed boost function is in the activated state, the handbrake is not pulled up, and the throttle opening is less than the set opening threshold, it is determined that the vehicle has an idle speed boost demand; otherwise, it is determined that the vehicle does not have an idle speed boost demand.

[0012] Optionally, before determining whether the vehicle needs to increase idle speed, the method further includes:

[0013] The climbing demand of the vehicle is judged based on the vehicle driving direction, the first road ramp angle and the vehicle driving speed collected in real time while the vehicle is driving.

[0014] Optionally, when the vehicle has an idle speed increase requirement, judging the hill start working condition of the vehicle based on the braking state includes:

[0015] When the vehicle has an idle speed increase requirement and the brake is not in the pressed state, it is determined that the vehicle has triggered the hill start condition; otherwise, it is determined that the vehicle has not triggered the hill start condition.

[0016] Optionally, after the vehicle triggers the hill start condition, the method further includes:

[0017] When the operating condition triggering duration is less than the preset duration threshold, it is determined that the vehicle is in the initial stage of hill start;

[0018] When the operating condition triggering duration is not less than the preset duration threshold, it is determined that the vehicle is in the hill start maintenance stage.

[0019] Optionally, after the vehicle triggers the hill start condition, the vehicle weight is estimated in real time by performing the following operations:

[0020] Based on the vehicle driving state, fuel tank temperature, output shaft speed and first road ramp angle collected in real time when the vehicle is driving, determine when the vehicle enters the vehicle weight estimation stage, obtain the actual gear position of the vehicle, the engine speed at the estimated trigger start time and the estimated trigger duration;

[0021] The vehicle weight under the hill start condition is estimated based on the actual gear position of the vehicle, the estimated engine speed at the trigger start time and the estimated trigger duration.

[0022] Optionally, after the vehicle triggers the hill start condition, the target road ramp angle is obtained by performing the following operations:

[0023] According to the working condition triggering duration and the slope adjustment value per unit time, the slope angle of the second road collected at the starting time of the working condition triggering is adjusted to obtain a slope reduction angle and a slope increase angle;

[0024] Determining a candidate road ramp angle based on the slope increase angle and a first road ramp angle collected in real time when the vehicle is traveling;

[0025] Based on the candidate road ramp angles and the slope reduction angle, a target road ramp angle is determined.

[0026] Optionally, after the vehicle has an idle speed increase requirement and before determining a hill start condition for the vehicle, the method further includes: increasing the engine speed of the vehicle to a preset engine speed.

[0027] In a second aspect, an embodiment of the present application further provides a control device for a vehicle starting on a hill, comprising:

[0028] A judgment unit, used to judge the need for increasing the idle speed of the vehicle based on the idle speed increase function status, handbrake status and throttle opening of the vehicle when the vehicle has a need to climb a hill;

[0029] When the vehicle has an idle speed increase requirement, the vehicle is judged for hill start conditions based on the braking status;

[0030] A control unit is used to increase the engine speed of the vehicle based on a target road ramp angle and vehicle weight when the vehicle triggers a hill start condition.

[0031] Optionally, the judging unit is used to:

[0032] When the vehicle has a climbing demand, the idle speed boost function is in the activated state, the handbrake is not pulled up, and the throttle opening is less than the set opening threshold, it is determined that the vehicle has an idle speed boost demand; otherwise, it is determined that the vehicle does not have an idle speed boost demand.

[0033] Optionally, before determining the idle speed increase requirement of the vehicle, the determination unit is further configured to:

[0034] The climbing demand of the vehicle is judged based on the vehicle driving direction, the first road ramp angle and the vehicle driving speed collected in real time while the vehicle is driving.

[0035] Optionally, the judging unit is used to:

[0036] When the vehicle has an idle speed increase requirement and the brake is not in the pressed state, it is determined that the vehicle has triggered the hill start condition; otherwise, it is determined that the vehicle has not triggered the hill start condition.

[0037] Optionally, after the vehicle triggers the hill start condition, the judgment unit is further used to:

[0038] When the operating condition triggering duration is less than the preset duration threshold, it is determined that the vehicle is in the initial stage of hill start;

[0039] When the operating condition triggering duration is not less than the preset duration threshold, it is determined that the vehicle is in the hill start maintenance stage.

[0040] Optionally, after the vehicle triggers the hill start condition, the judgment unit estimates the vehicle weight in real time by performing the following operations:

[0041] Based on the vehicle driving state, fuel tank temperature, output shaft speed and first road ramp angle collected in real time when the vehicle is driving, determine when the vehicle enters the vehicle weight estimation stage, obtain the actual gear position of the vehicle, the engine speed at the estimated trigger start time and the estimated trigger duration;

[0042] The vehicle weight under the hill start condition is estimated based on the actual gear position of the vehicle, the estimated engine speed at the trigger start time and the estimated trigger duration.

[0043] Optionally, after the vehicle triggers the hill start condition, the judgment unit obtains the target road ramp angle by performing the following operations:

[0044] According to the working condition triggering duration and the slope adjustment value per unit time, the slope angle of the second road collected at the starting time of the working condition triggering is adjusted to obtain a slope reduction angle and a slope increase angle;

[0045] Determining a candidate road ramp angle based on the slope increase angle and a first road ramp angle collected in real time when the vehicle is traveling;

[0046] Based on the candidate road ramp angles and the slope reduction angle, a target road ramp angle is determined.

[0047] Optionally, after the vehicle has an idle speed increase requirement and before determining a hill start condition for the vehicle, the control unit is further used to: increase the engine speed of the vehicle to a preset engine speed.

[0048] In a third aspect, an embodiment of the present application further provides a light truck vehicle, comprising a transmission control unit and an engine, wherein when the engine is running, the transmission control unit executes the steps of any of the above-mentioned vehicle hill start control methods to dynamically control the motor speed of the engine.

[0049] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, which includes a program code. When the program product is run on a light truck, the program code is used to enable the light truck to execute the steps of any one of the above-mentioned vehicle hill start control methods to dynamically control the motor speed of the vehicle engine.

[0050] The beneficial effects of this application are as follows:

[0051] The embodiments of the present application provide a control method, device, equipment and storage medium for a vehicle hill start, the method comprising: when the vehicle has a climbing demand, judging the idle boost demand of the vehicle based on the idle boost function status, handbrake status and throttle opening of the vehicle; when the vehicle has an idle boost demand, judging the hill start condition of the vehicle based on the brake status; when the vehicle triggers the hill start condition, increasing the engine speed of the vehicle based on the target road ramp angle and the vehicle weight.

[0052] This application uses the vehicle's own sensors and other components to collect the vehicle's idle speed increase function status, handbrake status, throttle opening and brake status, and then based on the above collected relevant vehicle data, the vehicle's idle speed increase demand and hill start condition are judged. When the vehicle triggers the hill start condition, the engine speed of the vehicle is dynamically controlled based on the target road ramp angle and vehicle weight, and the engine speed is increased in time. There is no need to purchase hardware, only add corresponding control strategies at the application layer, control the vehicle to overcome the slope resistance to the greatest extent in a low-cost manner, prevent the vehicle from sliding down the slope, and greatly improve the vehicle's driving safety.

[0053] Other features and advantages of the present application will be described in the following description, and partly become apparent from the description, or be understood by practicing the present application. The purpose and other advantages of the present application can be realized and obtained by the structures specifically pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0055] Figure 1A A schematic diagram of a flow chart for dynamically controlling the engine speed of a vehicle when starting on a slope provided in an embodiment of the present application;

[0056] Figure 1B A schematic diagram of a process for actually estimating vehicle weight provided in an embodiment of the present application;

[0057] Figure 1C A schematic diagram of an association table of actual gear positions of a vehicle provided in an embodiment of the present application;

[0058] Figure 2 A complete flow chart of a flow chart of a flow chart for dynamically controlling the engine speed of a vehicle when starting on a slope provided in an embodiment of the present application;

[0059] Figure 3 A schematic diagram of the structure of a control device for starting a vehicle on a hill provided in an embodiment of the present application;

[0060] Figure 4 A schematic diagram of the structure of a light truck provided in an embodiment of the present application;

[0061] Figure 5 Schematic diagram of the structure of a computing device in an embodiment of the present application. DETAILED DESCRIPTION

[0062] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the technical solution of the present application, rather than all of the embodiments. Based on the embodiments recorded in the application documents, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the technical solution of the present application.

[0063] Some of the terms used in the embodiments of the present application are explained below to facilitate understanding by those skilled in the art.

[0064] 1. Transmission Control Unit (TCU): It only exists in vehicles equipped with automatic transmissions. It is responsible for collecting information from various sensors and the engine control unit to assist the transmission in determining the timing and method of shifting gears. It aims to improve vehicle performance, ensure smooth shifting, and optimize fuel consumption.

[0065] 2. Static gear shifting: the process of an automatic transmission shifting from neutral to reverse gear, first forward gear (D1 for short), and second forward gear (D2 for short).

[0066] 3. Operating conditions: refers to the working state of a device, system or industrial process under specific conditions. In many fields such as automotive engineering, machinery manufacturing, and power systems, operating conditions usually involve various parameters during operation, such as load size, speed, ambient temperature, pressure, etc. Understanding and analyzing operating conditions is crucial for evaluating performance, optimizing design, fault diagnosis, and energy conservation and emission reduction. For example, when discussing automobile engines, different operating conditions may refer to the performance and efficiency of the engine under different operating conditions such as idling, full speed driving, and climbing.

[0067] The following is a brief introduction to the design concept of the embodiment of the present application:

[0068] New energy vehicles use the stall characteristics of the motor to prevent the vehicle from rolling down the slope, but the three-phase current generated when the drive motor is running in a stall condition is very large, resulting in a very large amount of heat generated by the motor instantly. Therefore, due to the limitations of the motor overtemperature protection strategy, the motor cannot continuously output a large torque when running in a stall condition. When the output torque is not enough to overcome the slope resistance, the vehicle will still roll down the slope.

[0069] Traditional vehicles equipped with assisted driving functions can activate this function to prevent the vehicle from rolling down a slope, but traditional vehicles not equipped with assisted driving functions (such as light trucks with a large cargo capacity) will still roll down a slope when starting on a slope with a large inclination angle.

[0070] Therefore, how to develop a low-cost hill start control technology for traditional vehicles that are not equipped with assisted driving functions has become a problem that needs to be solved urgently.

[0071] In view of this, the embodiment of the present application provides a control method, device, equipment and storage medium for a vehicle hill start. The method specifically includes: when the vehicle has a climbing demand, judging the idle speed increase demand of the vehicle based on the idle speed increase function status, handbrake status and throttle opening of the vehicle; when the vehicle has an idle speed increase demand, judging the hill start working condition of the vehicle based on the brake status; when the vehicle triggers the hill start working condition, increasing the engine speed of the vehicle based on the target road ramp angle and vehicle weight.

[0072] This application uses the vehicle's own sensors and other components to collect the vehicle's idle speed increase function status, handbrake status, throttle opening and brake status, and then based on the above collected relevant vehicle data, the vehicle's idle speed increase demand and hill start condition are judged. When the vehicle triggers the hill start condition, the engine speed of the vehicle is dynamically controlled based on the target road ramp angle and vehicle weight, and the engine speed is increased in time. There is no need to purchase hardware, only add corresponding control strategies at the application layer, control the vehicle to overcome the slope resistance to the greatest extent in a low-cost manner, prevent the vehicle from sliding down the slope, and greatly improve the vehicle's driving safety.

[0073] The preferred embodiments of the present application are described below in conjunction with the drawings in the specification. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present application, and are not used to limit the present application. In addition, the embodiments and features in the embodiments of the present application may be combined with each other if there is no conflict.

[0074] In order to solve the problem of rolling down the slope of traditional vehicles not equipped with assisted driving function at a low cost during the ramp start phase, this application adopts modularization concept and develops software on a highly modularized and integrated vehicle TCU independent software development platform, and obtains a vehicle ramp start control method. Figure 1A The flow chart shown specifically introduces the process of dynamically controlling the engine speed when the vehicle starts on a slope.

[0075] S101: When the vehicle has a climbing demand, the idle speed increase demand of the vehicle is determined based on the idle speed increase function status, the handbrake status and the throttle opening of the vehicle.

[0076] Before executing step 101, the input module of the TCU collects in real time the first road ramp angle, output shaft speed, electronic parking brake system (EPB) status, transmission tank temperature, throttle opening, vehicle actual gear position, vehicle required gear position, shift index, shift stage, vehicle driving speed, and engine speed at the latest moment during vehicle driving.

[0077] Before determining the need for increasing the idle speed of the vehicle, the control module of the TCU first determines the vehicle's driving direction, and then determines the vehicle's need for climbing based on the vehicle's driving direction, the first road ramp angle, and the vehicle's driving speed collected in real time while the vehicle is driving.

[0078] The following two situations can be used to determine that the vehicle is traveling in the forward direction: (1) the vehicle is traveling in a fixed gear, and the actual gear position of the vehicle is equal to the required gear position of the vehicle (indicating that the vehicle has no intention to shift gears at this time) and both are forward gears; (2) the gear shift index shows that the vehicle is shifting from neutral to the first forward gear or from neutral to the second forward gear (indicating that the vehicle is currently in the process of statically shifting gears in the forward gear), and the gear shift phase enters the input shaft speed synchronization phase.

[0079] The following two situations can determine that the vehicle is traveling in the reverse direction: (1) the vehicle is traveling in a fixed gear, the actual gear position of the vehicle is equal to the required gear position of the vehicle (indicating that the vehicle has no intention to shift gears at this time) and both are in reverse gear; (2) the gear shift index shows that the vehicle is shifting from neutral gear to reverse gear (indicating that the vehicle is currently in the process of static shifting of reverse gear), and the gear shift phase enters the input shaft speed synchronization phase.

[0080] The following two situations can both determine that the vehicle has a climbing demand: (1) the vehicle is traveling in the forward direction, the first road ramp angle is greater than the first angle threshold, and the vehicle speed is less than the set speed threshold; (2) the vehicle is traveling in the backward direction, the first road ramp angle is less than the second angle threshold, and the vehicle speed is less than the set speed threshold. The first angle threshold is in the range of [0°-45°], the second angle threshold is in the range of [-45°-0°], and the set speed threshold is a positive number.

[0081] The control module of the TCU executes step 101. When the vehicle has a climbing demand and the idle speed boost function is in the activated state, the handbrake is determined to be not pulled up through the EPB state, and the throttle opening is less than the set opening threshold, it is determined that the vehicle has an idle speed boost demand; otherwise, it is determined that the vehicle does not have an idle speed boost demand.

[0082] S102: When the vehicle has an idle speed increase requirement, a hill start condition determination is performed on the vehicle based on the braking state.

[0083] The control module determines that the vehicle has triggered the hill start condition when the vehicle has an idle speed increase requirement and the brake is not pressed; otherwise, the control module determines that the vehicle has not triggered the hill start condition. For example, a brake state of 0 indicates that the brake is not pressed, and a brake state of 1 indicates that the brake is pressed.

[0084] S103: When the vehicle triggers a hill start condition, the engine speed of the vehicle is increased based on a target road ramp angle and a vehicle weight.

[0085] After the vehicle triggers the hill start condition, the following operations are performed to further classify the hill start condition: when the condition triggering duration is less than a preset duration threshold, it is determined that the vehicle is in the hill start initial stage; when the condition triggering duration is not less than the preset duration threshold, it is determined that the vehicle is in the hill start maintenance stage.

[0086] Regardless of the stage of the hill start condition, the vehicle weight and the target road ramp angle are estimated in real time by performing the following operations.

[0087] The starting time of light trucks with different loads when the brake is released but the accelerator is not pressed is different. The heavier the load, the longer it takes for the output shaft speed to reach a certain value. Figure 1B As shown in the flowchart, the present application estimates the vehicle weight in real time by performing the following operations:

[0088] S1031: Based on the vehicle driving state, fuel tank temperature, output shaft speed and first road ramp angle collected in real time during vehicle driving, determine when the vehicle enters the vehicle weight estimation stage, obtain the vehicle's actual gear position, the engine speed at the estimated trigger start time and the estimated trigger duration.

[0089] The input module of the TCU collects the latest vehicle driving status, fuel tank temperature, output shaft speed and first road ramp angle in real time during the vehicle driving process. The vehicle driving status specifically includes: the actual gear position of the vehicle, the gear shift index, the brake status and the throttle status.

[0090] When the output shaft speed is less than the set output shaft speed threshold, it is determined that the vehicle has entered the vehicle weight estimation stage, the timing starts, and the engine speed at the trigger start time is estimated.

[0091] When the vehicle's actual gear is the first forward gear (D1 gear) or the second forward gear (D2 gear), the first road ramp angle is greater than the third angle threshold and less than the fourth angle threshold, the brake and accelerator are not pressed, the shift index shows that the vehicle is not currently performing a shift operation, the fuel tank temperature is greater than the set oil temperature threshold, and the output shaft speed is less than the set output shaft speed threshold, the timing continues. Among them, the value range of the third angle threshold and the fourth angle threshold are both [-45°-45°].

[0092] When the actual gear position of the vehicle is the first forward gear (D1 gear) or the second forward gear (D2 gear), the first road ramp angle is greater than the third angle threshold and less than the fourth angle threshold, the brake and accelerator are not pressed, the shift index shows that the vehicle is not currently performing a shift operation, the fuel tank temperature is greater than the set oil temperature threshold, and the output shaft speed is greater than the set output shaft speed threshold, the timing ends and the estimated trigger duration is obtained.

[0093] S1032: Estimate the vehicle weight under the hill start condition based on the actual gear position of the vehicle, the estimated engine speed at the trigger start time, and the estimated trigger duration.

[0094] Get the associated table of the vehicle's actual gear position, Figure 1C The associated table shown lists the vehicle weights corresponding to different engine speeds and estimated trigger durations. Based on the engine speed and estimated trigger duration at the estimated trigger start time, the vehicle weight under the hill start condition can be determined by looking up the table.

[0095] After the vehicle triggers the hill start condition, the target road ramp angle is obtained by performing the following operations: according to the condition triggering duration and the slope adjustment value per unit time, the slope of the second road ramp angle collected at the start time of the condition triggering is adjusted to obtain a slope reduction angle and a slope increase angle; based on the slope increase angle and the first road ramp angle collected in real time when the vehicle is traveling, a candidate road ramp angle is determined, and then based on the candidate road ramp angle and the slope reduction angle, a final target road ramp angle is determined.

[0096] As formula A Inc =A0+step*T*0.1, according to the working condition triggering time T (in milliseconds) and the slope adjustment value step per unit time, the slope increase adjustment is performed on the second road slope angle A0 collected at the start time of the working condition triggering to obtain the slope increase angle A Inc .

[0097] As formula A Dec =A0-step*T*0.1, according to the working condition triggering time T (in milliseconds) and the slope adjustment value step per unit time, the slope reduction adjustment is performed on the second road slope angle A0 collected at the start time of the working condition triggering to obtain the slope reduction angle A Dec .

[0098] As formula A Tar =max{min(A Act ,A Inc ),A Dec}, increase the slope by angle A Inc and the second road ramp angle A Act The minimum value between the two is taken as the candidate road ramp angle, and then the candidate road ramp angle and slope are reduced by angle A. DecThe maximum value between is taken as the final target road ramp angle.

[0099] For example, the slope adjustment value per unit time is 0.1° every 10 milliseconds, the slope angle of the second road collected at the start time of the operating condition trigger is 5°, and the operating condition triggering time of the ramp start condition is 500 milliseconds. Therefore, the slope increase angle after the slope increases is 10°, and the slope decrease angle after the slope decreases is 0°.

[0100] Compare the angles between the ramp increase angle and the ramp angle of the second road, take the minimum value, and determine the candidate road ramp angle to be 10°. Then compare the angles between the candidate road ramp angle and the ramp reduction angle, take the maximum value, and finally determine the target road ramp angle to be 10°.

[0101] The control module of the TCU obtains the target engine speed of the vehicle based on the target road ramp angle and vehicle weight. The output module of the TCU adopts the principle of engine working mode priority, that is, it adopts a method of not interfering with the internal control mode of the engine to determine whether to respond to the TCU request to adjust the engine speed.

[0102] When the target engine speed requested by the TCU is less than the original engine speed, the request is rejected and the engine speed is not adjusted; when the target engine speed requested by the TCU is greater than the original engine speed, the original engine speed is increased to the target engine speed.

[0103] Alternatively, after the vehicle has an idle speed increase requirement and before the vehicle is judged to be in a hill start condition, the control module uses the preset engine speed as the vehicle's target engine speed. The output module adopts the engine operating mode priority principle. When the target engine speed requested by the TCU is less than the original engine speed, the response request is rejected and the engine speed is not adjusted; when the target engine speed requested by the TCU is greater than the original engine speed, the original engine speed is increased to the target engine speed.

[0104] Combination Figure 2 The flow chart shown specifically introduces the complete process of dynamically controlling the engine speed when the vehicle starts on a slope.

[0105] S201: Based on the gear state of the vehicle, first determine the driving direction of the vehicle;

[0106] S202: determining a climbing demand of the vehicle based on the vehicle driving direction, the first road ramp angle, and the vehicle driving speed collected in real time when the vehicle is driving;

[0107] S203: When the vehicle has a climbing demand, judging the idle speed increase demand of the vehicle based on the idle speed increase function status, the handbrake status and the throttle opening of the vehicle;

[0108] S204: When the vehicle has an idle speed increase requirement, judging a hill start condition of the vehicle based on a braking state;

[0109] S205: When the operating condition triggering duration is less than the preset duration threshold, it is determined that the vehicle is in the initial stage of the hill start; when the operating condition triggering duration is not less than the preset duration threshold, it is determined that the vehicle is in the hill start maintenance stage;

[0110] S206: estimating the vehicle weight of the vehicle under the ramp start condition based on the actual gear position of the vehicle, the estimated engine speed at the trigger start time, and the estimated trigger duration, and obtaining the target road ramp angle according to the condition trigger duration, the slope adjustment value per unit time, and the first road ramp angle collected in real time when the vehicle is traveling;

[0111] S207: increasing the engine speed of the vehicle based on the target road ramp angle and the vehicle weight;

[0112] S208: When the target engine speed requested by the TCU is less than the original engine speed, the response request is rejected and the engine speed is adjusted; when the target engine speed requested by the TCU is greater than the original engine speed, the original engine speed is increased to the target engine speed.

[0113] Based on the same inventive concept as the above method embodiment, the present application embodiment also provides a structural schematic diagram of a vehicle hill start control device. Figure 3 As shown, the vehicle hill start control device 300 may include:

[0114] The judgment unit 301 is used to judge the idle speed increase demand of the vehicle based on the idle speed increase function state, handbrake state and throttle opening of the vehicle when the vehicle has a climbing demand;

[0115] When the vehicle has an idle speed increase requirement, the vehicle is judged for hill start conditions based on the braking status;

[0116] The control unit 302 is used to increase the engine speed of the vehicle based on the target road ramp angle and the vehicle weight when the vehicle triggers the hill start condition.

[0117] Optionally, the judging unit 301 is used to:

[0118] When the vehicle has a climbing demand, the idle speed boost function is in the activated state, the handbrake is not pulled up, and the throttle opening is less than the set opening threshold, it is determined that the vehicle has an idle speed boost demand; otherwise, it is determined that the vehicle does not have an idle speed boost demand.

[0119] Optionally, before determining the idle speed increase requirement of the vehicle, the determination unit 301 is further configured to:

[0120] The climbing demand of the vehicle is judged based on the vehicle driving direction, the first road ramp angle and the vehicle driving speed collected in real time while the vehicle is driving.

[0121] Optionally, the judging unit 301 is used to:

[0122] When the vehicle has an idle speed increase requirement and the brake is not in the pressed state, it is determined that the vehicle has triggered the hill start condition; otherwise, it is determined that the vehicle has not triggered the hill start condition.

[0123] Optionally, after the vehicle triggers the hill start condition, the judging unit 301 is further configured to:

[0124] When the operating condition triggering duration is less than the preset duration threshold, it is determined that the vehicle is in the initial stage of hill start;

[0125] When the operating condition triggering duration is not less than the preset duration threshold, it is determined that the vehicle is in the hill start maintenance stage.

[0126] Optionally, after the vehicle triggers the hill start condition, the judgment unit 301 estimates the vehicle weight in real time by performing the following operations:

[0127] Based on the vehicle driving state, fuel tank temperature, output shaft speed and first road ramp angle collected in real time when the vehicle is driving, determine when the vehicle enters the vehicle weight estimation stage, obtain the actual gear position of the vehicle, the engine speed at the estimated trigger start time and the estimated trigger duration;

[0128] The vehicle weight under the hill start condition is estimated based on the actual gear position of the vehicle, the estimated engine speed at the trigger start time and the estimated trigger duration.

[0129] Optionally, after the vehicle triggers the hill start condition, the judgment unit 301 obtains the target road ramp angle by performing the following operations:

[0130] According to the working condition triggering duration and the slope adjustment value per unit time, the slope angle of the second road collected at the starting time of the working condition triggering is adjusted to obtain a slope reduction angle and a slope increase angle;

[0131] Determining a candidate road ramp angle based on the slope increase angle and a first road ramp angle collected in real time when the vehicle is traveling;

[0132] Based on the candidate road ramp angles and the slope reduction angle, a target road ramp angle is determined.

[0133] Optionally, after the vehicle has an idle speed increase requirement and before determining a hill start condition for the vehicle, the control unit 302 is further used to: increase the engine speed of the vehicle to a preset engine speed.

[0134] After introducing the control method and device for hill start of a vehicle according to an exemplary embodiment of the present application, next, a vehicle according to another exemplary embodiment of the present application is introduced.

[0135] Those skilled in the art will appreciate that various aspects of the present application may be implemented as a system, method or program product. Therefore, various aspects of the present application may be specifically implemented in the following forms, namely: a complete hardware implementation, a complete software implementation (including firmware, microcode, etc.), or a combination of hardware and software, which may be collectively referred to as "circuit", "module" or "system" herein.

[0136] Based on the same inventive concept as the above method embodiment, the present application embodiment also provides a light truck vehicle, see Figure 4 As shown, the light truck 400 may include at least a transmission control unit 401 and an engine 402, wherein when the engine 402 is running, the transmission control unit 401 executes the steps of any of the above-mentioned vehicle hill start control methods to dynamically control the motor speed of the engine 401. For example, the transmission control unit 401 may execute the following steps: Figure 1A or Figure 2 Follow the steps shown in .

[0137] Refer to the following Figure 5 hereinafter, a computing device 500 according to this embodiment of the present application is described. Figure 5 The computing device 500 is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0138] like Figure 5 As shown, the computing device 500 is in the form of a general computing device. The components of the computing device 500 may include but are not limited to: at least one processing unit 501, at least one storage unit 502, and a bus 503 connecting different system components (including the storage unit 502 and the processing unit 501).

[0139] Bus 503 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, a processor, or a local bus using any of a variety of bus architectures.

[0140] The storage unit 502 may include a readable medium in the form of a volatile memory, such as a random access memory (RAM) 5021 and / or a cache memory unit 5022 , and may further include a read-only memory (ROM) 5023 .

[0141] The storage unit 502 may also include a program / utility 5025 having a set (at least one) of program modules 5024, such program modules 5024 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0142] The computing device 500 may also communicate with one or more external devices 504 (e.g., keyboards, pointing devices, etc.), may also communicate with one or more devices that enable a user to interact with the computing device 500, and / or communicate with any device that enables the computing device 500 to communicate with one or more other computing devices (e.g., routers, modems, etc.). Such communication may be performed via an input / output (I / O) interface 505. In addition, the computing device 500 may also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) via a network adapter 506. As shown, the network adapter 506 communicates with other modules for the computing device 500 via a bus 503. It should be understood that, although not shown in the figure, other hardware and / or software modules may be used in conjunction with the computing device 500, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0143] Based on the same inventive concept as the above method embodiment, various aspects of the vehicle hill start control method provided by the present application can also be implemented in the form of a program product, which includes a program code. When the program product is run on a light truck, the program code is used to enable the light truck to execute the steps of the vehicle hill start control method according to various exemplary embodiments of the present application described above in this specification. For example, the TCU of the light truck can execute the following steps: Figure 1A or Figure 2 Follow the steps shown in .

[0144] The program product may use any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0145] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0146] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A method for controlling a vehicle starting on a hill, characterized in that: include: When the vehicle has a need to climb a slope, the vehicle's idle speed increase need is determined based on the vehicle's idle speed increase function status, handbrake status, and throttle opening; When the vehicle has an idle speed increase requirement, the vehicle is judged for hill start conditions based on the braking status; When the vehicle triggers the hill start condition, the vehicle's engine speed is increased based on the target road ramp angle and vehicle weight.

2. The method according to claim 1, characterized in that When the vehicle has a climbing demand, judging the idle speed increase demand of the vehicle based on the idle speed increase function state, the handbrake state and the throttle opening of the vehicle includes: When the vehicle has a climbing demand, the idle speed boost function is in the activated state, the handbrake is not pulled up, and the throttle opening is less than the set opening threshold, it is determined that the vehicle has an idle speed boost demand; otherwise, it is determined that the vehicle does not have an idle speed boost demand.

3. The method according to claim 2, characterized in that Before determining the need for increasing the idle speed of the vehicle, the method further includes: The climbing demand of the vehicle is judged based on the vehicle driving direction, the first road ramp angle and the vehicle driving speed collected in real time while the vehicle is driving.

4. The method according to claim 1, characterized in that When the vehicle has an idle speed increase requirement, judging the hill start working condition of the vehicle based on the braking state includes: When the vehicle has an idle speed increase requirement and the brake is not in the pressed state, it is determined that the vehicle has triggered the hill start condition; otherwise, it is determined that the vehicle has not triggered the hill start condition.

5. The method according to claim 4, characterized in that After the vehicle triggers the hill start condition, the method further includes: When the operating condition triggering duration is less than the preset duration threshold, it is determined that the vehicle is in the initial stage of starting on a hill; When the operating condition triggering duration is not less than the preset duration threshold, it is determined that the vehicle is in the hill start maintenance stage.

6. The method according to claim 1, characterized in that After the vehicle triggers the hill start condition, the vehicle weight is estimated in real time by performing the following operations: Based on the vehicle driving state, fuel tank temperature, output shaft speed and first road ramp angle collected in real time when the vehicle is driving, determine when the vehicle enters the vehicle weight estimation stage, obtain the actual gear position of the vehicle, the engine speed at the estimated trigger start time and the estimated trigger duration; The vehicle weight under the hill start condition is estimated based on the actual gear position of the vehicle, the estimated engine speed at the trigger start time and the estimated trigger duration.

7. The method according to claim 1, characterized in that After the vehicle triggers the hill start condition, the target road ramp angle is obtained by performing the following operations: According to the working condition triggering duration and the slope adjustment value per unit time, the slope angle of the second road collected at the starting time of the working condition triggering is adjusted to obtain a slope reduction angle and a slope increase angle; Determining a candidate road ramp angle based on the slope increase angle and a first road ramp angle collected in real time when the vehicle is traveling; Based on the candidate road ramp angles and the slope reduction angle, a target road ramp angle is determined.

8. The method according to claim 1, characterized in that After the vehicle has an idle speed increase requirement and before determining a hill start condition for the vehicle, the method further includes: increasing the engine speed of the vehicle to a preset engine speed.

9. A control device for starting a vehicle on a hill, characterized in that: include: A judgment unit, used to judge the need for increasing the idle speed of the vehicle based on the idle speed increase function status, handbrake status and throttle opening of the vehicle when the vehicle has a need to climb a hill; When the vehicle has an idle speed increase requirement, the vehicle is judged for hill start conditions based on the braking status; A control unit is used to increase the engine speed of the vehicle based on a target road ramp angle and vehicle weight when the vehicle triggers a hill start condition.

10. The device according to claim 9, characterized in that The judging unit is used for: When the vehicle has a climbing demand, the idle speed boost function is in the activated state, the handbrake is not pulled up, and the throttle opening is less than the set opening threshold, it is determined that the vehicle has an idle speed boost demand; otherwise, it is determined that the vehicle does not have an idle speed boost demand.

11. The device according to claim 10, characterized in that Before determining the idle speed increase requirement of the vehicle, the determination unit is further configured to: The climbing demand of the vehicle is judged based on the vehicle driving direction, the first road ramp angle and the vehicle driving speed collected in real time while the vehicle is driving.

12. The device according to claim 9, characterized in that The judging unit is used for: When the vehicle has an idle speed increase requirement and the brake is not in the pressed state, it is determined that the vehicle has triggered the hill start condition; otherwise, it is determined that the vehicle has not triggered the hill start condition.

13. The device according to claim 12, characterized in that After the vehicle triggers the hill start condition, the judgment unit is further used to: When the operating condition triggering duration is less than the preset duration threshold, it is determined that the vehicle is in the initial stage of starting on a hill; When the operating condition triggering duration is not less than the preset duration threshold, it is determined that the vehicle is in the hill start maintenance stage.

14. The device according to claim 9, characterized in that After the vehicle triggers the hill start condition, the judgment unit estimates the vehicle weight in real time by performing the following operations: Based on the vehicle driving state, fuel tank temperature, output shaft speed and first road ramp angle collected in real time when the vehicle is driving, determine when the vehicle enters the vehicle weight estimation stage, obtain the actual gear position of the vehicle, the engine speed at the estimated trigger start time and the estimated trigger duration; The vehicle weight under the hill start condition is estimated based on the actual gear position of the vehicle, the estimated engine speed at the trigger start time and the estimated trigger duration.

15. The device according to claim 9, characterized in that After the vehicle triggers the hill start condition, the judgment unit obtains the target road ramp angle by performing the following operations: According to the working condition triggering duration and the slope adjustment value per unit time, the slope angle of the second road collected at the starting time of the working condition triggering is adjusted to obtain a slope reduction angle and a slope increase angle; Determining a candidate road ramp angle based on the slope increase angle and a first road ramp angle collected in real time when the vehicle is traveling; Based on the candidate road ramp angles and the slope reduction angle, a target road ramp angle is determined.

16. The device according to claim 9, characterized in that After the vehicle has an idle speed increase requirement and before determining a hill start condition for the vehicle, the control unit is further configured to increase the engine speed of the vehicle to a preset engine speed.

17. A light truck, characterized in that: It comprises a transmission control unit and an engine, wherein when the engine is running, the transmission control unit executes the steps of the method according to any one of claims 1 to 8 to dynamically control the motor speed of the engine.

18. A computer-readable storage medium, characterized in that: It includes program codes. When the program codes are run on a light truck, the program codes are used to enable the light truck to execute the steps of the method described in any one of claims 1 to 8 to dynamically control the motor speed of the vehicle engine.

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