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

Abstract

The application relates to the technical field of vehicles and provides a vehicle hill start control method and device, a light truck vehicle and a storage medium. The method comprises the following steps: collecting the idle speed boost function state, the hand brake state, the throttle opening and the brake state of the vehicle through sensors and other components possessed by the vehicle; judging the idle speed boost demand and the hill start working condition of the vehicle based on the collected vehicle data; and when the hill start working condition of the vehicle is triggered, dynamically controlling the engine speed of the vehicle based on the target road slope angle and the vehicle weight, and timely increasing the engine speed. Without purchasing hardware, only adding corresponding control strategies in the application layer, the vehicle can overcome the slope resistance to the maximum extent in a low-cost manner, the vehicle hill start behavior is prevented, and the driving safety of the vehicle is greatly improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and provides a control method, device, light truck vehicle, and storage medium for starting a vehicle on a slope. Background Technology

[0002] New energy vehicles utilize the stall characteristics of their electric motors to prevent them from rolling backwards on slopes. However, the three-phase current generated when the drive motor is in stall mode is very large, resulting in a significant amount of heat being generated instantaneously. Therefore, due to limitations imposed by the motor's over-temperature protection strategy, the motor cannot continuously output a large torque when in stall mode. When the output torque is insufficient to overcome the slope resistance, the vehicle will still roll backwards.

[0003] Traditional vehicles equipped with driver assistance features can activate these features to prevent the vehicle from rolling backwards on slopes. However, traditional vehicles without driver assistance features (such as light trucks with large cargo capacities) will still roll backwards when starting on slopes with a large incline.

[0004] Therefore, how to develop a low-cost hill start control technology for traditional vehicles that are not equipped with driver assistance functions has become an urgent problem to be solved. Summary of the Invention

[0005] This application provides a method, device, light truck, and storage medium for controlling vehicle hill start, in order to solve the problem of vehicle rollback in traditional vehicles without driver assistance functions.

[0006] In a first aspect, embodiments of this application provide a control method for starting a vehicle on a hill, including:

[0007] When a vehicle needs to climb a hill, the vehicle's idle speed increase function status, handbrake status, and throttle opening are used to determine the vehicle's idle speed increase requirement.

[0008] When the vehicle needs to increase its idle speed, the vehicle's hill start condition is judged based on the braking status.

[0009] When the vehicle triggers a hill start, the engine speed is increased based on the target road slope angle and the vehicle weight.

[0010] Optionally, when the vehicle has a need to climb a hill, the determination of the vehicle's idle speed increase requirement based on the vehicle's idle speed increase function status, handbrake status, and throttle opening includes:

[0011] If the vehicle needs to climb a hill, the idle speed boost function is activated, the handbrake is not engaged, and the throttle opening is less than the set threshold, then the vehicle is determined to have an idle speed boost requirement; otherwise, the vehicle is determined not to have an idle speed boost requirement.

[0012] Optionally, before determining the vehicle's idle speed increase requirement, the method further includes:

[0013] Based on real-time data collected during vehicle travel, including vehicle direction, first road slope angle, and vehicle speed, the vehicle's climbing needs are assessed.

[0014] Optionally, when the vehicle has a need to increase its idle speed, the step of determining the vehicle's hill start condition based on the braking status includes:

[0015] If the vehicle has a need to increase its idle speed and the brake is not depressed, 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] If the duration of the working condition is less than the preset duration threshold, the vehicle is determined to be in the initial stage of hill start.

[0018] If the duration of the working condition trigger is not less than the preset duration threshold, the vehicle is determined to be in the hill start maintenance phase.

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

[0020] Based on the real-time data collected during vehicle operation, including vehicle driving status, fuel tank temperature, output shaft speed, and first road slope angle, the system determines when the vehicle enters the vehicle weight estimation stage, and then obtains the vehicle's actual gear, the engine speed at the estimated trigger start time, and the estimated trigger duration.

[0021] Based on the vehicle's actual gear position, the engine speed at the estimated trigger start time, and the estimated trigger duration, the vehicle weight is estimated for starting on an incline.

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

[0023] Based on the working condition trigger duration and the slope adjustment value per unit time, the slope angle of the second road collected at the start time of the working condition trigger is adjusted to obtain the slope reduction angle and the slope increase angle.

[0024] Candidate road slope angles are determined based on the gradient increase angle and the first road slope angle collected in real time during vehicle movement;

[0025] The target road slope angle is determined based on the candidate road slope angle and the slope reduction angle.

[0026] Optionally, after the vehicle has a need to increase its idle speed, but before determining the vehicle's hill start condition, the method further includes: increasing the vehicle's engine speed to a preset engine speed.

[0027] Secondly, embodiments of this application also provide a control device for starting a vehicle on a hill, comprising:

[0028] The judgment unit is used to determine the vehicle's idle speed increase requirement based on the vehicle's idle speed increase function status, handbrake status, and throttle opening when the vehicle has an idle speed increase requirement.

[0029] When the vehicle needs to increase its idle speed, the vehicle's hill start condition is judged based on the braking status.

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

[0031] Optionally, the determination unit is used for:

[0032] If the vehicle needs to climb a hill, the idle speed boost function is activated, the handbrake is not engaged, and the throttle opening is less than the set threshold, then the vehicle is determined to have an idle speed boost requirement; otherwise, the vehicle is determined not to have an idle speed boost requirement.

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

[0034] Based on real-time data collected during vehicle travel, including vehicle direction, first road slope angle, and vehicle speed, the vehicle's climbing needs are assessed.

[0035] Optionally, the determination unit is used for:

[0036] If the vehicle has a need to increase its idle speed and the brake is not depressed, 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 determination unit is further configured to:

[0038] If the duration of the working condition is less than the preset duration threshold, the vehicle is determined to be in the initial stage of hill start.

[0039] If the duration of the working condition trigger is not less than the preset duration threshold, the vehicle is determined to be in the hill start maintenance phase.

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

[0041] Based on the real-time data collected during vehicle operation, including vehicle driving status, fuel tank temperature, output shaft speed, and first road slope angle, the system determines when the vehicle enters the vehicle weight estimation stage, and then obtains the vehicle's actual gear, the engine speed at the estimated trigger start time, and the estimated trigger duration.

[0042] Based on the vehicle's actual gear position, the engine speed at the estimated trigger start time, and the estimated trigger duration, the vehicle weight is estimated for starting on an incline.

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

[0044] Based on the working condition trigger duration and the slope adjustment value per unit time, the slope angle of the second road collected at the start time of the working condition trigger is adjusted to obtain the slope reduction angle and the slope increase angle.

[0045] Candidate road slope angles are determined based on the gradient increase angle and the first road slope angle collected in real time during vehicle movement;

[0046] The target road slope angle is determined based on the candidate road slope angle and the slope reduction angle.

[0047] Optionally, after the vehicle has a need to increase its idle speed, but before determining the vehicle's hill start condition, the control unit is further configured to: increase the vehicle's engine speed to a preset engine speed.

[0048] Thirdly, this application also provides a light truck vehicle, which includes 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] Fourthly, embodiments of this application also provide a computer-readable storage medium including program code. When the program product is run on a light truck, the program code is used to cause the light truck to perform the steps of any of the above-mentioned vehicle hill start control methods, and dynamically control the motor speed of the vehicle engine.

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

[0051] This application provides a method, apparatus, device, and storage medium for controlling vehicle hill start. The method includes: when the vehicle has a hill-climbing requirement, determining the vehicle's idle speed increase function state, handbrake state, and throttle opening; when the vehicle has an idle speed increase requirement, determining the vehicle's hill start condition based on the braking state; and when the vehicle triggers the hill start condition, increasing the vehicle's engine speed based on the target road slope angle and vehicle weight.

[0052] This application utilizes sensors and other components inherent to the vehicle to collect data on the vehicle's idle speed boost function status, handbrake status, throttle opening, and braking status. Based on this collected vehicle data, it determines the vehicle's idle speed boost requirement and hill start condition. When the vehicle triggers a hill start, it dynamically controls the engine speed based on the target road slope angle and vehicle weight, increasing the engine speed as needed. No hardware procurement is required; only the corresponding control strategy is added at the application layer. This low-cost approach controls the vehicle to overcome slope resistance to the greatest extent possible, preventing vehicle rollback and significantly improving driving safety.

[0053] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0054] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0055] Figure 1A A schematic diagram illustrating the process of dynamically controlling the engine speed of a vehicle during hill start, provided in an embodiment of this application.

[0056] Figure 1B A schematic diagram illustrating the process of actually estimating vehicle weight for embodiments of this application;

[0057] Figure 1C A schematic diagram of the association table of actual vehicle gear positions provided in the embodiments of this application;

[0058] Figure 2 A complete flowchart illustrating the process of dynamically controlling the engine speed of a vehicle during hill start, as provided in the embodiments of this application;

[0059] Figure 3 A schematic diagram of a vehicle hill start control device provided in an embodiment of this application;

[0060] Figure 4 This is a schematic diagram of the structural composition of a light truck provided in an embodiment of this application;

[0061] Figure 5 This is a schematic diagram of the structure of a computing device in an embodiment of this application. Detailed Implementation

[0062] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings of the embodiments of this application. Obviously, the described embodiments are only some embodiments of the technical solutions of this application, and not all embodiments. Based on the embodiments recorded in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the technical solutions of this application.

[0063] The following explanations of some terms used in the embodiments of this application are provided to facilitate understanding by those skilled in the art.

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

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

[0066] 3. Operating Condition: This refers to the working state of equipment, systems, or industrial processes under specific conditions. In many fields such as automotive engineering, mechanical manufacturing, and power systems, operating conditions typically involve various parameters during operation, such as load magnitude, speed, ambient temperature, and pressure. Understanding and analyzing operating conditions is crucial for performance evaluation, design optimization, fault diagnosis, and energy conservation and emission reduction. For example, when discussing automotive engines, different operating conditions may refer to the engine's performance and efficiency under different operating conditions such as idling, full speed driving, and climbing a hill.

[0067] The design concept of the embodiments of this application is briefly introduced below:

[0068] New energy vehicles utilize the stall characteristics of their electric motors to prevent them from rolling backwards on slopes. However, the three-phase current generated when the drive motor is in stall mode is very large, resulting in a significant amount of heat being generated instantaneously. Therefore, due to limitations imposed by the motor's over-temperature protection strategy, the motor cannot continuously output a large torque when in stall mode. When the output torque is insufficient to overcome the slope resistance, the vehicle will still roll backwards.

[0069] Traditional vehicles equipped with driver assistance features can activate these features to prevent the vehicle from rolling backwards on slopes. However, traditional vehicles without driver assistance features (such as light trucks with large cargo capacities) will still roll backwards when starting on slopes with a large incline.

[0070] Therefore, how to develop a low-cost hill start control technology for traditional vehicles that are not equipped with driver assistance functions has become an urgent problem to be solved.

[0071] In view of this, embodiments of this application provide a control method, apparatus, device, and storage medium for vehicle hill start. The method specifically includes: when the vehicle has a hill-climbing requirement, determining the vehicle's idle speed increase function state, handbrake state, and throttle opening; when the vehicle has an idle speed increase requirement, determining the vehicle's hill start condition based on the braking state; and when the vehicle triggers the hill start condition, increasing the vehicle's engine speed based on the target road slope angle and vehicle weight.

[0072] This application utilizes sensors and other components inherent to the vehicle to collect data on the vehicle's idle speed boost function status, handbrake status, throttle opening, and braking status. Based on this collected vehicle data, it determines the vehicle's idle speed boost requirement and hill start condition. When the vehicle triggers a hill start, it dynamically controls the engine speed based on the target road slope angle and vehicle weight, increasing the engine speed as needed. No hardware procurement is required; only the corresponding control strategy is added at the application layer. This low-cost approach controls the vehicle to overcome slope resistance to the greatest extent possible, preventing vehicle rollback and significantly improving driving safety.

[0073] The preferred embodiments of this application are described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit this application. Furthermore, the embodiments and features in the embodiments of this application can be combined with each other without conflict.

[0074] To address the rollback behavior of traditional vehicles without driver assistance features during hill starts at a low cost, this application employs a modular approach, developing software on a highly modular and integrated vehicle TCU autonomous software development platform, resulting in a vehicle hill start control method. Combined with... Figure 1A The flowchart shown details the process of dynamically controlling the engine speed when starting a vehicle on a slope.

[0075] S101: When the vehicle has a need to climb a hill, the vehicle's idle speed increase function status, handbrake status, and throttle opening are used to determine the vehicle's idle speed increase need.

[0076] Before executing step 101, the TCU's input module collects the latest information during the vehicle's driving process, including the first road slope angle, output shaft speed, electronic parking brake (EPB) status, transmission oil tank temperature, throttle opening, actual vehicle gear, required vehicle gear, shift index, shift stage, vehicle speed, and engine speed.

[0077] Before determining the vehicle's idle speed increase requirement, the TCU's control module first determines the vehicle's driving direction, and then determines the vehicle's climbing requirement based on the real-time data collected during vehicle travel, including the vehicle's driving direction, the first road slope angle, and the vehicle's speed.

[0078] In the following two situations, the vehicle's driving direction can be determined to be forward: (1) The vehicle is driving in a fixed gear, and the actual gear and the gear required by the vehicle are equal (indicating that the vehicle has no intention to shift gears at this time) and both are forward gears; (2) The shift index shows that the vehicle is shifting from neutral to forward gear one or from neutral to forward gear two (indicating that the vehicle is currently in the static shifting process of forward gears), and the shifting stage enters the input shaft speed synchronization stage.

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

[0080] The following two situations can be used to determine that a vehicle has a need to climb a hill: (1) when the vehicle is traveling in the forward direction, the first road slope angle is greater than the first angle threshold, and the vehicle speed is less than the set speed threshold; (2) when the vehicle is traveling in the reverse direction, the first road slope angle is less than the second angle threshold, and the vehicle speed is less than the set speed threshold. The first angle threshold ranges from [0° to 45°], the second angle threshold ranges from [-45° to 0°], and the set speed threshold is a positive number.

[0081] The TCU control module executes step 101, which determines that the vehicle has an idle speed increase requirement when the vehicle has a hill-climbing need, the idle speed increase function is activated, the handbrake is not engaged as determined by the EPB status, and the throttle opening is less than the set opening threshold. Otherwise, it determines that the vehicle does not have an idle speed increase requirement.

[0082] S102: When the vehicle needs to increase its idle speed, the vehicle is judged to start on a slope based on the braking status.

[0083] The control module determines that the vehicle has triggered a hill start condition when it needs to increase its idle speed and the brake is not depressed; otherwise, it determines that the vehicle has not triggered a hill start condition. For example, a brake status of 0 indicates that the brake is not depressed, and a brake status of 1 indicates that the brake is depressed.

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

[0085] After the vehicle triggers the hill start condition, perform the following operations to further classify the hill start condition: if the trigger duration is less than a preset duration threshold, the vehicle is determined to be in the initial stage of hill start; if the trigger duration is not less than the preset duration threshold, the vehicle is determined to be in the hill start maintenance stage.

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

[0087] Because different load-bearing light trucks have different starting times when the brake is released without pressing the accelerator, and the greater the load, the longer it takes for the output shaft speed to reach a certain value, combined with... Figure 1B The flowchart shown illustrates how this application estimates vehicle weight in real time by performing the following operations:

[0088] S1031: Based on the real-time vehicle driving status, oil tank temperature, output shaft speed and first road slope angle collected during vehicle driving, when the vehicle enters the vehicle weight estimation stage, the actual gear position of the vehicle, the engine speed at the estimated trigger start time and the estimated trigger duration are obtained.

[0089] The TCU's input module collects real-time data on the vehicle's driving status, fuel tank temperature, output shaft speed, and first road slope angle during the vehicle's operation. Specifically, the vehicle's driving status includes: actual gear position, shift index, braking status, and throttle status.

[0090] When the output shaft speed is less than the set output shaft speed threshold, the vehicle enters the vehicle weight estimation stage, the timing begins, and the engine speed at the trigger start time is estimated.

[0091] When the vehicle is actually in first gear (D1) or second gear (D2), the first road slope angle is greater than the third angle threshold but 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 oil 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. The values ​​of the third and fourth angle thresholds are both within the range of [-45° to 45°].

[0092] When the vehicle is actually in first gear (D1) or second gear (D2), the first road slope 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 oil 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 hill start conditions based on the vehicle's actual gear, the engine speed at the estimated trigger start time, and the estimated trigger duration.

[0094] Retrieve the associated table of the vehicle's actual gear positions. Figure 1C The associated table shows the vehicle weight 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 hill start conditions can be found by referring to the table.

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

[0096] As in formula A Inc =A0+step*T*0.1 As shown, according to the trigger duration T (in milliseconds) and the slope adjustment value step per unit time, the slope angle A0 of the second road collected at the start time of the trigger is adjusted to increase the slope, resulting in the slope increase angle A. Inc .

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

[0098] As in formula A Tar =max{min(A Act A Inc ),A Dec As shown in the figure, the slope angle A is increased. Inc Second road ramp angle A Act The minimum value between the two is used as the candidate road slope angle, and then the candidate road slope angle and the slope reduction angle A are combined. DecThe maximum value between these two values ​​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 second road slope angle collected at the start of the working condition is 5°, and the working condition triggering time of the slope start working 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 angle between the ramp increase angle and the second road ramp angle, and take the minimum value to determine the candidate road ramp angle as 10°. Then compare the angle between the candidate road ramp angle and the ramp decrease angle, and take the maximum value to finally determine the target road ramp angle as 10°.

[0101] The TCU's control module obtains the target engine speed based on the target road slope angle and vehicle weight. The TCU's output module prioritizes the engine operating mode, meaning it determines whether to respond to the TCU's request to adjust the engine speed without interfering with the engine's internal control mode.

[0102] If the target engine speed requested by the TCU is lower than the original engine speed, the request is rejected and the engine speed is not adjusted; if the target engine speed requested by the TCU is higher than the original engine speed, the original engine speed is increased to the target engine speed.

[0103] Alternatively, after the vehicle has a need to increase its idle speed, the control module sets a preset engine speed as the target engine speed before determining the vehicle's hill start condition. The output module adopts an engine operating mode priority principle: if 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; if 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 flowchart shown illustrates the complete process of dynamically controlling the engine speed when starting a vehicle on a slope.

[0105] S201: Based on the vehicle's gear status, first determine the vehicle's driving direction;

[0106] S202: Based on the real-time data collected during vehicle travel, including vehicle direction, first road slope angle, and vehicle speed, determine the vehicle's climbing needs.

[0107] S203: When the vehicle has a need to climb a hill, the vehicle's idle speed increase function status, handbrake status, and throttle opening are used to determine the vehicle's idle speed increase need.

[0108] S204: When the vehicle has a need to increase its idle speed, the vehicle is judged to be in a hill start condition based on the braking status.

[0109] S205: If the duration of the working condition trigger is less than the preset duration threshold, the vehicle is determined to be in the initial stage of hill start; if the duration of the working condition trigger is not less than the preset duration threshold, the vehicle is determined to be in the hill start maintenance stage.

[0110] S206: Based on the vehicle's actual gear, the engine speed at the estimated trigger start time, and the estimated trigger duration, estimate the vehicle weight under the slope start condition, and obtain the target road slope angle according to the trigger duration, the slope adjustment value per unit time, and the first road slope angle collected in real time during vehicle travel.

[0111] S207: Increase the vehicle's engine speed based on the target road slope angle and vehicle weight;

[0112] S208: If the target engine speed requested by the TCU is less than the original engine speed, the request is rejected and the engine speed is adjusted; if 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-described method embodiments, this application also provides a schematic diagram of the structure of a vehicle hill start control device. For example... Figure 3 As shown, the vehicle hill start control device 300 may include:

[0114] The judgment unit 301 is used to judge the vehicle’s idle speed increase requirement based on the vehicle’s idle speed increase function status, handbrake status and throttle opening when the vehicle has an uphill climbing requirement.

[0115] When the vehicle needs to increase its idle speed, the vehicle's hill start condition is judged based on the braking status.

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

[0117] Optionally, the determination unit 301 is used for:

[0118] If the vehicle needs to climb a hill, the idle speed boost function is activated, the handbrake is not engaged, and the throttle opening is less than the set threshold, then the vehicle is determined to have an idle speed boost requirement; otherwise, the vehicle is determined not to have an idle speed boost requirement.

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

[0120] Based on real-time data collected during vehicle travel, including vehicle direction, first road slope angle, and vehicle speed, the vehicle's climbing needs are assessed.

[0121] Optionally, the determination unit 301 is used for:

[0122] If the vehicle has a need to increase its idle speed and the brake is not depressed, 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 determination unit 301 is further configured to:

[0124] If the duration of the working condition is less than the preset duration threshold, the vehicle is determined to be in the initial stage of hill start.

[0125] If the duration of the working condition trigger is not less than the preset duration threshold, the vehicle is determined to be in the hill start maintenance phase.

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

[0127] Based on the real-time data collected during vehicle operation, including vehicle driving status, fuel tank temperature, output shaft speed, and first road slope angle, the system determines when the vehicle enters the vehicle weight estimation stage, and then obtains the vehicle's actual gear, the engine speed at the estimated trigger start time, and the estimated trigger duration.

[0128] Based on the vehicle's actual gear position, the engine speed at the estimated trigger start time, and the estimated trigger duration, the vehicle weight is estimated for starting on an incline.

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

[0130] Based on the working condition trigger duration and the slope adjustment value per unit time, the slope angle of the second road collected at the start time of the working condition trigger is adjusted to obtain the slope reduction angle and the slope increase angle.

[0131] Candidate road slope angles are determined based on the gradient increase angle and the first road slope angle collected in real time during vehicle movement;

[0132] The target road slope angle is determined based on the candidate road slope angle and the slope reduction angle.

[0133] Optionally, after the vehicle has a need to increase its idle speed, before determining the vehicle's hill start condition, the control unit 302 is further configured to: increase the vehicle's engine speed to a preset engine speed.

[0134] Having introduced the vehicle hill start control method and apparatus according to an exemplary embodiment of this application, the vehicle according to another exemplary embodiment of this application will now be described.

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

[0136] Based on the same inventive concept as the above-described method embodiments, this application also provides a light truck vehicle, see reference. Figure 4 As shown, the light truck vehicle 400 may include at least a transmission control unit 401 and an engine 402. When the engine 402 is running, the transmission control unit 401 executes the steps of any of the above-described vehicle hill start control methods, dynamically controlling the motor speed of the engine 401. For example, the transmission control unit 401 may execute the following... Figure 1A or Figure 2 The steps are shown in the figure.

[0137] The following reference Figure 5 To describe a computing device 500 according to this embodiment of the present application. Figure 5 The computing device 500 is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0138] like Figure 5 As shown, the computing device 500 is presented in the form of a general-purpose 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 storage unit 502 and processing unit 501).

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

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

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

[0142] The computing device 500 can also communicate with one or more external devices 504 (e.g., keyboard, pointing device, etc.), one or more devices that enable a user to interact with the computing device 500, and / or any device that enables the computing device 500 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 505. Furthermore, the computing device 500 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 506. As shown, network adapter 506 communicates with other modules used in the computing device 500 via bus 503. It should be understood that, although not shown in the figures, other hardware and / or software modules can 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-described method embodiments, various aspects of the vehicle hill start control method provided in this application can also be implemented as a program product, which includes program code. When the program product is run on a light truck, the program code is used to cause the light truck to execute the steps in the vehicle hill start control method according to the various exemplary embodiments of this application described above. For example, the TCU of the light truck can execute, for example, Figure 1A or Figure 2 The steps are shown in the figure.

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

[0145] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0146] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A control method for hill start of a vehicle, characterized by, The method comprises the following steps: When the vehicle has a climbing demand, the idle speed raising demand of the vehicle is judged based on the idle speed raising function state, the hand brake state and the throttle opening degree of the vehicle; When the vehicle has an idle speed raising demand, the hill start condition of the vehicle is judged based on the brake state; When the vehicle triggers the hill start condition, the engine speed of the vehicle is raised based on the target road slope angle and the vehicle weight; After the vehicle triggers the hill start condition, the target road slope angle is obtained by performing the following operations: The second road slope angle collected at the starting time of the condition triggering is adjusted in slope according to the condition triggering time length and the slope adjustment value per unit time to obtain a slope reduction angle and a slope increase angle; The minimum value between the slope increase angle and the first road slope angle collected in real time when the vehicle is running is taken as the candidate road slope angle; The maximum value between the candidate road slope angle and the slope reduction angle is taken as the target road slope angle.

2. The method of claim 1, wherein, The idle speed raising demand of the vehicle is judged based on the idle speed raising function state, the hand brake state and the throttle opening degree of the vehicle when the vehicle has a climbing demand, comprising: When the vehicle has a climbing demand, the idle speed raising function is in an activated state, the hand brake is in an un-pulled state, and the throttle opening degree is less than a set opening threshold, it is determined that the vehicle has an idle speed raising demand; otherwise, it is determined that the vehicle does not have an idle speed raising demand.

3. The method of claim 2, wherein, Before judging the idle speed raising demand of the vehicle, the method further comprises: The climbing demand of the vehicle is judged based on the vehicle running direction, the first road slope angle and the vehicle running speed collected in real time when the vehicle is running.

4. The method of claim 1, wherein, The hill start condition of the vehicle is judged based on the brake state when the vehicle has an idle speed raising demand, comprising: When the vehicle has an idle speed raising demand and the brake is in an un-pressed state, it is determined that the vehicle triggers the hill start condition; otherwise, it is determined that the vehicle does not trigger the hill start condition.

5. The method of claim 4, wherein, After the vehicle triggers the hill start condition, the method further comprises: When the condition triggering time length is less than a preset time threshold, it is determined that the vehicle is in the initial stage of the hill start; When the condition triggering time length is not less than the preset time threshold, it is determined that the vehicle is in the maintenance stage of the hill start.

6. The method of claim 1, wherein, 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 running state, the fuel tank temperature, the output shaft speed and the first road slope angle collected in real time when the vehicle is running, the actual gear position of the vehicle, the estimated engine speed at the starting time of the estimated trigger and the estimated trigger time length are obtained when the vehicle enters the vehicle weight estimation stage; Based on the actual gear position of the vehicle, the estimated engine speed at the starting time of the estimated trigger and the estimated trigger time length, the vehicle weight of the vehicle in the hill start condition is estimated.

7. The method of claim 1, wherein, After the vehicle has an idle speed raising demand, before judging the hill start condition of the vehicle, the method further comprises: raising the engine speed of the vehicle to a preset engine speed.

8. A control device for hill start of a vehicle, characterized by comprising: The method comprises the following steps: A judgment unit is configured to judge the idle speed raising demand of the vehicle based on the idle speed raising function state, the hand brake state and the throttle opening degree of the vehicle when the vehicle has a climbing demand; When the vehicle has an idle speed raising demand, the hill start condition of the vehicle is judged based on the brake state; The control unit is configured to, when the vehicle triggers the hill start condition, based on a target road slope angle and a vehicle weight, increase an engine speed of the vehicle; The judgment unit is configured to, after the vehicle triggers the hill start condition, perform the following operations to obtain the target road slope angle: According to a slope adjustment value of a condition triggering time length and a unit time, a second road slope angle collected at a condition triggering start time is adjusted in slope to obtain a slope decreasing angle and a slope increasing angle; The minimum value between the slope increasing angle and a first road slope angle collected in real time when the vehicle is running is taken as a candidate road slope angle; The maximum value between the candidate road slope angle and the slope decreasing angle is taken as the target road slope angle.

9. The apparatus of claim 8, wherein, The judgment unit is configured to: determine that the vehicle has the idle speed increase demand when the vehicle has the hill climbing demand, the idle speed increase function is in the starting state, the hand brake is in the un-pulled state, and the throttle opening is less than a set opening threshold; otherwise, determine that the vehicle does not have the idle speed increase demand.

10. The apparatus of claim 9, wherein, Before judging the idle speed increase demand of the vehicle, the judgment unit is further configured to: based on a vehicle running direction, a first road slope angle and a vehicle running speed collected in real time when the vehicle is running, judge the hill climbing demand of the vehicle.

11. The apparatus of claim 8, wherein, The judgment unit is configured to: determine that the vehicle triggers the hill start condition when the vehicle has the idle speed increase demand and the brake is in the un-pressed state; otherwise, determine that the vehicle does not trigger the hill start condition.

12. The apparatus of claim 11, wherein, After the vehicle triggers the hill start condition, the judgment unit is further configured to: when the condition triggering time length is less than a preset time threshold, determine that the vehicle is in the initial stage of the hill start; and when the condition triggering time length is not less than the preset time threshold, determine that the vehicle is in the hill start maintenance stage.

13. The apparatus of claim 8, wherein, 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 a vehicle running state, a fuel tank temperature, an output shaft speed and a first road slope angle collected in real time when the vehicle is running, determine that the vehicle enters the vehicle weight estimation stage, and obtain an actual gear position of the vehicle, an estimated engine speed at a triggering start time and an estimated triggering time length; based on the actual gear position of the vehicle, the estimated engine speed at the triggering start time and the estimated triggering time length, estimate the vehicle weight of the vehicle in the hill start condition.

14. The apparatus of claim 8, wherein, After the vehicle has the idle speed increase demand, before judging the hill start condition of the vehicle, the control unit is further configured to: increase the engine speed of the vehicle to a preset engine speed.

15. A light truck vehicle characterized in that The control unit comprises a gearbox control unit and an engine, wherein when the engine is running, the gearbox control unit performs the steps of the method according to any one of claims 1-7 to dynamically control the motor speed of the engine.

16. A computer readable storage medium characterized by: The program code is used to make the light truck vehicle perform the steps of the method according to any one of claims 1-7 to dynamically control the motor speed of the vehicle engine when the program code runs on the light truck vehicle.

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