Slope sliding prevention control method and system, mine car, readable storage medium and chip

Abstract

The embodiment of the invention provides an anti-slope-sliding control method and system, a mine car, a readable storage medium and a chip, and the anti-slope-sliding control method comprises the steps that the running state of a vehicle is obtained; according to the running state, the anti-slope-sliding activation condition of the vehicle is determined, and at least one anti-slope-sliding enabling signal is determined under the condition that the anti-slope-sliding activation condition is met; the slope sliding direction of the vehicle is determined according to the slope sliding prevention enable signal; and parking output parameters corresponding to the vehicle are determined according to the slope sliding direction. According to the scheme, the parking electromagnetic valve closing control strategy, the parking electromagnetic valve automatic release strategy and the anti-slope-sliding automatic detection logic are provided, slope sliding self-detection can be carried out without gradient sensor data, the possibility that errors exist when an operator actively operates the entity seesaw is reduced, and the safety of the operator is improved. The active torque control request and parking completion under the condition of sliding on the slope are realized, and the safety of sliding protection is improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to an anti-slope control method, system, mining vehicle, readable storage medium and chip. Background Art

[0002] In recent years, with the expansion of mine transportation and the improvement of the development and utilization of mineral resources, the number of vehicles has increased. Mine car drivers need to stop and wait frequently for meeting other cars and unloading. They often forget to park, which poses a risk of slipping. In the related technology, the existing motor anti-slip function will automatically exit the motor anti-slip function when returning to neutral, and it is easy to cause stalling and overheating during long-term operation, causing accidents such as slipping. However, the traditional braking anti-slip function is easy to exceed the braking capacity when fully loaded on a large slope, resulting in anti-slip failure and actual slipping. Or when a wide-body mine car uses the ramp assist function, it is necessary to press the ramp assist switch to activate the function, and step on the accelerator pedal to exit the function. The release timing of the operator is relatively high. Under the working conditions of the vehicle and its own load, the actual torque output of the vehicle at the start does not match the actual ramp assist, which poses a safety hazard. Summary of the invention

[0003] The purpose of the embodiments of the present invention is to provide an anti-slope control method, system, mining car, readable storage medium and chip, which can solve the problem that the traditional braking anti-slope function has high requirements on the operator's release timing, resulting in the actual torque output when the vehicle starts and the actual mismatch between the slope assist, posing a safety hazard.

[0004] In view of this, an embodiment of the first aspect of the present invention provides an anti-slope control method.

[0005] The embodiment of the second aspect of the present invention provides a slope prevention control system.

[0006] An embodiment of a third aspect of the present invention provides a mining car.

[0007] An embodiment of a fourth aspect of the present invention provides a readable storage medium.

[0008] An embodiment of the fifth aspect of the present invention provides a chip.

[0009] In order to achieve the above-mentioned objectives, an embodiment of the first aspect of the present invention provides an anti-slope rolling control method, which includes: obtaining the operating state of the vehicle; determining the anti-slope rolling activation conditions of the vehicle according to the operating state, and determining at least one anti-slope rolling enable signal when the anti-slope rolling activation conditions are met; determining the slope rolling direction of the vehicle according to the anti-slope rolling enable signal; and determining the parking output parameters corresponding to the vehicle according to the slope rolling direction.

[0010] According to the anti-slope rolling control method proposed in the present invention, the current running state of the vehicle is judged according to at least one vehicle state parameter collected by the vehicle control unit (VCU), and the anti-slope rolling automatic detection logic is determined by the motor speed, the actual gear position of the gearbox, and the gearbox output shaft speed. According to the anti-slope rolling automatic detection logic, it is determined whether the vehicle needs to automatically activate the anti-slope rolling function or automatically exit the anti-slope rolling function during driving, and an anti-slope rolling enable signal corresponding to the automatic activation or automatic operation instruction is sent to the VCU, so that the vehicle automatically activates the anti-slope rolling state or automatically exits the anti-slope rolling state, without the need for an operator to operate the physical rocker switch, to achieve automatic control of the parking solenoid valve to prevent the vehicle from rolling. Specifically, the VCU determines the operating status of the vehicle by monitoring the opening and closing degree of the brake pedal, the ramp sensor signal and the actual gear position of the transmission, and controls the closing of the parking solenoid valve according to the current operating status of the vehicle to achieve automatic parking, that is, determines the parking solenoid valve closing control strategy to achieve automatic parking when the vehicle slides on a slope; and sets the parking solenoid valve automatic release strategy accordingly, that is, sets the parking solenoid valve automatic release logic according to the opening and closing degree of the accelerator pedal (that is, the throttle parameter), the transmission feedback assembly torque, the vehicle load data and the ramp sensor signal, so that the vehicle automatically releases the parking solenoid valve closing state according to at least one vehicle state parameter detected by the VCU, and changes from the parking state to the released state, thereby achieving a seamless slope start operation. When the vehicle is driving on a slope, when the VCU detects that the motor speed, the actual gear position of the transmission and the transmission output shaft meet the activation conditions of the anti-slope rollback function, the vehicle's anti-slope rollback function will be automatically triggered, and an anti-slope rollback enable signal corresponding to the automatic activation will be issued. The slope rollback direction will be determined according to the vehicle state parameters corresponding to the automatically activated anti-slope rollback enable signal. The VCU controls the vehicle's gearbox output shaft speed to zero speed and actively requests an assembly torque opposite to the direction of rollback to prevent the vehicle from rollback. Under the activation condition of the anti-slope rollback function, if the motor speed, the actual gear position of the transmission and the transmission output shaft speed meet the exit conditions of the anti-slope rollback function, the anti-slope rollback exit will be automatically triggered, and an anti-slope rollback enable signal corresponding to the automatic exit will be issued to complete the automatic electronic parking release.

[0011] Among them, the zero speed control of the vehicle transmission output shaft speed can use the proportional-integral-derivative (PID) control algorithm to adjust the assembly torque of the vehicle motor to gradually reduce the motor speed until the motor speed reaches zero speed.

[0012] It can be understood that by using the anti-slip automatic detection logic, slip self-detection can be performed without the slope sensor data, which reduces the occurrence of slippage due to damage to the slope sensor and the inability to detect the slippage, and reduces the possibility of errors in the operator's active operation of the physical seesaw, thereby improving the safety of slip protection.

[0013] In the above technical solution, determining the parking output parameters corresponding to the vehicle according to the sliding direction includes: determining a target assembly torque opposite to the sliding direction; obtaining a transmission output shaft speed; determining a first speed corresponding to the vehicle transmission output shaft; when the transmission output shaft speed is less than the first speed, determining that the parking solenoid valve control signal is a first parking solenoid valve control signal; and determining the parking output parameters according to the target assembly torque and the first parking solenoid valve control signal.

[0014] In this technical solution, when the VCU detects that a slope roll occurs through at least one vehicle state parameter, or the vehicle is driving on a slope, the VCU detects that the motor speed, the actual gear position of the gearbox and the gearbox output shaft meet the activation conditions of the anti-slope roll function, and automatically triggers the vehicle's anti-slope roll function. When an anti-slope roll enable signal corresponding to the automatic activation is issued, the parking output parameter is determined according to the slope roll direction of the vehicle at this time. The VCU actively requests the assembly torque opposite to the slipping direction as the target assembly torque based on the parking output parameter, and adjusts the output torque of the motor according to the PID control algorithm, thereby gradually reducing the output shaft speed of the motor. The motor is combined with the traditional mechanical parking brake to suppress further slipping of the vehicle. The first speed of the vehicle's gearbox output shaft is determined according to the historical slipping data, that is, the critical speed of the gearbox output shaft from the vehicle's slipping state to the release of the slipping state is taken as the first speed; when the gearbox output shaft speed is less than the critical speed, the request signal of the parking solenoid valve is determined to be an activation signal, that is, the first parking solenoid valve control signal; the parking solenoid valve is closed by controlling the first parking solenoid valve control signal to complete the parking brake, so that the vehicle is transformed from the slipping state to the braking state, without the need for the corresponding operation action of the physical rocker switch, to achieve automatic control of the parking solenoid valve, and gradually reduce the output shaft speed of the motor through the PID control algorithm, thereby improving the driving safety of the vehicle and reducing the driving jitter caused by the sudden drop in vehicle speed, which not only improves the safety of anti-slope starting but also increases the comfort of users driving the vehicle.

[0015] In the above technical solution, obtaining the operating state of the vehicle includes: obtaining the vehicle's brake pedal opening and closing degree, ramp parameters, actual gear position, gearbox assembly torque, motor speed and actual vehicle speed, wherein the motor speed includes the main motor speed and the auxiliary motor speed; when the vehicle is in an uphill section, the ramp parameter of the uphill section is greater than the first ramp parameter, the actual vehicle speed is less than the first actual vehicle speed, the brake pedal opening and closing degree is greater than the first brake pedal opening and closing degree, and the actual gear position is the forward gear, the operating state is determined to be the first operating state; when the vehicle is in a downhill section, the ramp parameter of the downhill section is less than the first ramp parameter, the actual vehicle speed is less than the first actual vehicle speed, the brake pedal opening and closing degree is greater than the first brake pedal opening and closing degree, and the actual gear position is the forward gear, the operating state is determined to be the first operating state.

[0016] In this technical solution, at least one vehicle state parameter collected by the VCU includes the degree of opening and closing of the vehicle's brake pedal, the actual gear position, the main motor speed, the auxiliary motor speed and the actual vehicle speed, and the ramp parameter is collected by the slope sensor. During vehicle driving, when the driver inserts the key to power on the car, the VCU starts to monitor at least one vehicle state parameter. When the key input signal is activated, the actual vehicle speed is less than the first actual vehicle speed, and the degree of opening and closing of the brake pedal is greater than the first degree of opening and closing of the brake pedal, if the actual gear position detected by the VCU at this time is the forward gear, and the ramp parameter of the car during the uphill process is greater than the first ramp parameter; or the actual gear position is the reverse gear, and the ramp parameter of the car during the downhill process is less than the first ramp parameter, it is determined that the vehicle's operating state is the first operating state. In this state, the vehicle automatically activates the anti-slip system and starts to automatically detect the vehicle's slipping state. When the activation conditions of the anti-slip function are met, the anti-slip function of the corresponding gear of the vehicle will be automatically activated to achieve active parking in the slipping state. By judging the first operating state of the vehicle, a hill assist activation electronic parking command is sent to the VCU to activate the anti-slope rolling system, thereby improving the accuracy of the vehicle's roll-off judgment, thereby improving the safety of the VCU's autonomous control of the vehicle's anti-slope rolling start.

[0017] The slope parameter in the uphill process and the slope parameter in the downhill process have the same value, but the driving directions of the slope parameter in the uphill process and the slope parameter in the downhill process are opposite, so the corresponding signs of the parameter values ​​are opposite. The first slope parameter, the first actual vehicle speed and the first brake pedal opening and closing degree are calculated by the operator based on at least one historical slope sliding data, that is, the average value of at least one critical data of the vehicle changing from a normal driving state to a slope sliding state during driving.

[0018] In the above technical solution, before determining the anti-slope rolling activation condition of the vehicle according to the running state, it also includes: determining the throttle parameter of the vehicle; determining the slope assist release torque according to the ramp parameter and the vehicle mass; when the actual gear is the forward gear, the gearbox assembly torque is greater than the slope assist release torque and the ramp parameter is greater than or equal to the first ramp parameter, determining that the running state is the second running state, and the parking solenoid valve control signal is the second parking solenoid valve control signal; when the actual gear is the reverse gear, the gearbox assembly torque is less than the slope assist release torque and the ramp parameter is less than or equal to the first ramp parameter, determining that the running state is the second running state, and the parking solenoid valve control signal is the second parking solenoid valve control signal; when the throttle parameter is greater than the initial value, the actual gear is changed from the reverse gear to the forward gear, and the ramp parameter is less than or equal to the second ramp parameter; or, when the actual gear is changed from the forward gear to the reverse gear, and the ramp parameter is greater than or equal to the second ramp parameter, determining that the running state is the second running state, and the parking solenoid valve control signal is the second parking solenoid valve control signal; wherein, the first ramp parameter is greater than the second ramp parameter.

[0019] In this technical solution, the automatic release logic of the parking solenoid valve is set according to the opening and closing degree of the accelerator pedal, the motor torque, the ramp parameters and the vehicle load data, the second parking solenoid valve control signal is determined, and the parking solenoid valve is automatically released. The VCU controls the vehicle to change from the parking state to the release state under the condition that the automatic release logic of the parking solenoid valve is met, so as to avoid the situation of slipping due to insufficient power and realize seamless slope start operation. The ramp assist release limit torque is determined by the real-time ramp parameters and the vehicle's total vehicle mass, wherein the ramp assist release limit torque is proportional to the real-time ramp parameters and the total vehicle mass. By setting the ramp assist release limit torque, the VCU can detect the vehicle parking release command more timely. Specifically, the automatic release logic of the parking solenoid valve includes any of the following conditions: when the actual gear position of the vehicle is the forward gear, the transmission assembly torque detected by the VCU is greater than the hill assist release limit torque, and the ramp parameter is greater than or equal to the first ramp parameter, and the vehicle needs to accelerate uphill; when the actual gear position of the vehicle is the reverse gear, the transmission assembly torque detected by the VCU is less than the hill assist release limit torque, the ramp parameter is less than or equal to the first ramp parameter, and the vehicle needs to travel downhill, wherein the numerical signs of the first ramp parameter during the downhill process and the first ramp parameter during the uphill process are opposite; when the user steps on the accelerator, that is, the throttle parameter is greater than the initial value, the throttle opening degree is greater than zero, and the reverse gear is shifted back to the forward gear, the ramp parameter is less than or equal to the second ramp parameter; when the forward gear is shifted back to the reverse gear, the ramp parameter is greater than or equal to the second ramp parameter, wherein the second ramp parameter is less than the first ramp parameter, and the numerical signs of the second ramp parameter when shifting from the forward gear to the reverse gear and the second ramp parameter when shifting from the reverse gear to the forward gear are opposite. The above conditions all mean that the vehicle changes from a parking state to a driving state. When any of the above conditions is met, the VCU will control the vehicle to automatically close the parking solenoid valve, that is, output a second parking solenoid valve control signal through the VCU.

[0020] Optionally, the driver can manually turn on the parking switch to change the vehicle from the parking state to the released state, and manually close the parking solenoid valve.

[0021] In the above technical scheme, determining at least one anti-slope enable signal when the anti-slope activation conditions are met includes: determining the main motor speed limit and the auxiliary motor speed limit; determining the anti-slope activation time threshold; when the actual gear is the forward gear, the main motor speed is less than the main motor speed limit, or the auxiliary motor speed is less than the auxiliary motor speed limit, and the corresponding time exceeds the anti-slope activation time threshold, determining the anti-slope enable signal to be the forward gear anti-slope activation signal; when the actual gear is the reverse gear, the main motor speed is greater than the main motor speed limit, or the auxiliary motor speed is greater than the auxiliary motor speed limit, and the corresponding time exceeds the anti-slope activation time threshold, determining the anti-slope enable signal to be the reverse gear anti-slope activation signal; when the actual gear is the neutral gear, the gearbox output shaft speed is greater than the first speed and the ramp parameter is greater than the third ramp parameter, determining the anti-slope enable signal to be the neutral gear anti-slope activation signal; wherein, the second ramp parameter is greater than the third ramp parameter.

[0022] In this technical solution, the main motor speed limit and the auxiliary motor speed limit are obtained through historical slope sliding data. The main motor speed limit is the critical speed of the main motor when the vehicle slides downhill. For example, when the main motor speed is greater than the main motor speed limit, the vehicle changes from the slope sliding state to the normal driving state. The anti-slope sliding activation time threshold is preset by the operator. The slope sliding activation time can be limited by setting the anti-slope sliding activation time threshold. When the anti-slope sliding function condition trigger time is greater than the anti-slope sliding activation time threshold, the anti-slope sliding function is determined to be activated to improve the accuracy of the anti-slope sliding activation. The anti-slope sliding function activation condition is any of the following conditions: when the driver inserts the key to the vehicle and powers on, the actual gear is the forward gear, and the speed of the vehicle's main motor or auxiliary motor is less than the corresponding speed limit; when the actual gear is the reverse gear, the speed of the vehicle's main motor or auxiliary motor is greater than the corresponding speed limit; when the actual gear is the neutral gear, the speed of the gearbox output shaft is greater than the first speed and the ramp parameter is greater than the third ramp parameter at this time, and the third ramp parameter is less than the second ramp parameter. When any of the above activation conditions is met, the anti-slope sliding activation signal will be transmitted to the motor through the VCU. The motor is combined with the traditional mechanical brake, and the VCU actively requests the assembly torque opposite to the direction of the vehicle sliding to prevent the vehicle from sliding further.

[0023] In the above technical solution, at least one anti-slope enable signal is determined when the anti-slope activation conditions are met, and it also includes: when the vehicle key input signal is not detected, the actual gear is the forward gear, and the main motor speed is greater than the second speed, and the auxiliary motor speed is greater than the second speed, the anti-slope enable signal is determined to be the forward gear anti-slope exit signal; when the vehicle key input signal is not detected, the actual gear is the reverse gear, and the main motor speed is less than the second speed, and the auxiliary motor speed is less than the second speed, the anti-slope enable signal is determined to be the reverse gear anti-slope exit signal; when the actual gear is not neutral and the gearbox output shaft speed is less than the third speed, the anti-slope enable signal is determined to be the neutral gear anti-slope exit signal; wherein, the second speed is greater than the third speed.

[0024] In this technical solution, after the vehicle's anti-slope rollback function is activated and an anti-slope rollback activation signal is sent through the VCU, the VCU exits the anti-slope rollback state when it detects that the motor speed and the actual gear position meet any of the following conditions: when the current gear anti-slope rollback state is activated, the VCU detects that the vehicle key is pulled out, that is, the key input signal is not detected, the actual gear position is the forward gear, the main motor speed is greater than the second speed and the auxiliary motor speed is greater than the second speed, that is, the forward gear requires that the main motor and the auxiliary motor are both greater than the second speed to exit the anti-slope rollback state; when the reverse gear anti-slope rollback state is activated, the VCU detects that the vehicle key is pulled out, the actual gear position is the reverse gear, the main motor speed is less than the second speed and the auxiliary motor speed is less than the second speed, that is, the reverse gear requires that the main motor and the auxiliary motor are both less than the second speed to exit the anti-slope rollback state; when the neutral gear anti-slope rollback state is activated, the actual gear position is non-neutral, and the gearbox output shaft speed is less than the third speed. Among them, the third speed is less than the second speed, and the numerical sign corresponding to the second speed is opposite to the direction corresponding to the actual gear. For example, when the actual gear is the forward gear, the forward direction is determined to be a positive value, and the value of the second speed corresponding to exiting the anti-slope state is a negative value.

[0025] An embodiment of the second aspect of the present invention provides an anti-slope rolling control system, which includes: an acquisition module for acquiring the operating status of a vehicle; an anti-slope rolling activation module for determining the anti-slope rolling activation conditions of the vehicle according to the operating status, and determining at least one anti-slope rolling enable signal when the anti-slope rolling activation conditions are met; a direction determination module for determining the slope rolling direction of the vehicle according to the anti-slope rolling enable signal; and an anti-slope rolling control module for determining the parking output parameters corresponding to the vehicle according to the slope rolling direction.

[0026] Through the anti-slope control system proposed by the present invention, at least one vehicle state parameter is collected to determine the current running state of the vehicle, and the anti-slope automatic detection logic is determined by the motor speed, the actual gear position of the gearbox, and the gearbox output shaft speed. According to the anti-slope automatic detection logic, it is determined whether the vehicle needs to automatically activate the anti-slope function or automatically exit the anti-slope function during driving, and an anti-slope enable signal corresponding to the automatic activation or automatic operation instruction is sent to the VCU, so that the vehicle automatically activates the anti-slope state or automatically exits the anti-slope state, without the operator operating the physical rocker switch, to achieve automatic control of the parking solenoid valve. Through the anti-slope control system, the parking solenoid valve closing control strategy, the parking solenoid valve automatic release strategy and the anti-slope automatic detection logic are implemented, and the slope self-detection can be performed without the slope sensor data, which reduces the possibility of errors in the timing of the operator's active operation of the physical rocker, and realizes the active torque control request and completes the parking in the case of slope, thereby improving the safety of the vehicle protection. Specifically, the acquisition module determines the current operating state of the vehicle by collecting at least one vehicle state parameter; the anti-slope rollback activation module determines the main motor speed limit and the auxiliary motor speed limit according to the historical slope rollback data, and sets the anti-slope rollback activation time threshold, determines the anti-slope rollback activation condition of at least one gear, and sends an anti-slope rollback activation signal corresponding to the actual gear of the vehicle through the VCU when the anti-slope rollback activation condition is met; the direction determination module determines the sliding direction of the vehicle according to the anti-slope rollback activation signal and the vehicle state parameters collected by the VCU; the anti-slope rollback control module determines the assembly torque and parking solenoid valve control signal opposite to the sliding direction in combination with the PID control algorithm.

[0027] An embodiment of a third aspect of the present invention provides a mine car, which includes the anti-slope control system of the second aspect.

[0028] The mine car proposed in the present invention is used in conjunction with an anti-slope control system, a slope sensor and a VCU. The mine car detects the slope parameters of the vehicle in real time through the slope sensor, monitors the opening and closing degree of the brake pedal, the slope sensor signal, the actual gear position of the gearbox, the opening and closing degree of the accelerator pedal, the motor torque, the gearbox output shaft speed and the vehicle load data through the VCU, and controls the electric drive torque and the parking solenoid valve through the VCU to realize the anti-slope control method.

[0029] An embodiment of the fourth aspect of the present invention provides a readable storage medium, on which a program or instruction is stored. When the program or instruction is executed by a processor, the steps of the anti-slope control method of the first aspect are implemented.

[0030] An embodiment of the fifth aspect of the present invention provides a chip, which includes a processor and a communication interface, the communication interface and the processor are coupled, and the processor is used to run programs or instructions to implement the steps of the anti-slope control method of the first aspect.

[0031] Additional aspects and advantages of the present invention will become apparent from the following description or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 A schematic flow chart of a method for preventing slope sliding according to an embodiment of the present application is shown;

[0033] Figure 2 A partial schematic diagram of a method for preventing slope sliding from being controlled according to an embodiment of the present application is shown;

[0034] Figure 3 A partial schematic diagram of a method for preventing slope sliding from being controlled according to an embodiment of the present application is shown;

[0035] Figure 4 A partial schematic diagram of a method for preventing slope sliding from being controlled according to an embodiment of the present application is shown;

[0036] Figure 5 A partial schematic diagram of a method for preventing slope sliding from being controlled according to an embodiment of the present application is shown;

[0037] Figure 6 A partial schematic diagram of a method for preventing slope sliding from being controlled according to an embodiment of the present application is shown;

[0038] Figure 7 A schematic structural block diagram of an anti-slope control system according to an embodiment of the present application is shown;

[0039] Figure 8 A schematic flow chart of a method for preventing slope sliding according to an embodiment of the present application is shown;

[0040] Fig. 9 A schematic flow chart of a method for preventing slope sliding according to an embodiment of the present application is shown;

[0041] Fig.10 A schematic flow chart of a method for preventing slope sliding according to an embodiment of the present application is shown;

[0042] Fig.11 A schematic flow chart of a method for preventing slope sliding according to an embodiment of the present application is shown;

[0043] Fig.12 A schematic flow chart of a method for preventing slope sliding according to an embodiment of the present application is shown.

[0044] in, Figure 7 The corresponding relationship between the reference numerals and the component names is as follows:

[0045] 900: anti-slope control system; 902: acquisition module; 904: anti-slope activation module; 906: direction determination module; 908: anti-slope control module. DETAILED DESCRIPTION

[0046] In order to more clearly understand the above-mentioned purposes, features and advantages of the embodiments of the present invention, the embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings and specific implementation methods. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0047] In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the embodiments of the present invention may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present application is not limited to the specific embodiments disclosed below.

[0048] The following is combined with Figures 1 to 12 , the anti-slope control method, system, mine car, readable storage medium and chip provided in the embodiments of the present application are described in detail through specific embodiments and their application scenarios.

[0049] This embodiment provides a method for preventing slope sliding. Figure 1 As shown in the figure, the anti-slope control method includes:

[0050] Step S100: obtaining the running status of the vehicle;

[0051] Step S102: determining an anti-slope rolling activation condition of the vehicle according to the running state, and determining at least one anti-slope rolling enabling signal when the anti-slope rolling activation condition is met;

[0052] Step S104: determining the sliding direction of the vehicle according to the anti-slope enabling signal;

[0053] Step S106: Determine the parking output parameter corresponding to the vehicle according to the slope sliding direction.

[0054] According to the anti-slope rolling control method proposed in the present invention, the current running state of the vehicle is judged according to at least one vehicle state parameter collected by the vehicle control unit (VCU), and the anti-slope rolling automatic detection logic is determined by the motor speed, the actual gear position of the gearbox, and the gearbox output shaft speed. According to the anti-slope rolling automatic detection logic, it is determined whether the vehicle needs to automatically activate the anti-slope rolling function or automatically exit the anti-slope rolling function during driving, and an anti-slope rolling enable signal corresponding to the automatic activation or automatic operation instruction is sent to the VCU, so that the vehicle automatically activates the anti-slope rolling state or automatically exits the anti-slope rolling state, without the need for an operator to operate the physical rocker switch, to achieve automatic control of the parking solenoid valve to prevent the vehicle from rolling. Specifically, the VCU determines the operating status of the vehicle by monitoring the opening and closing degree of the brake pedal, the ramp sensor signal and the actual gear position of the transmission, and controls the closing of the parking solenoid valve according to the current operating status of the vehicle to achieve automatic parking, that is, determines the parking solenoid valve closing control strategy to achieve automatic parking when the vehicle slides on a slope; and sets the parking solenoid valve automatic release strategy accordingly, that is, sets the parking solenoid valve automatic release logic according to the opening and closing degree of the accelerator pedal (that is, the throttle parameter), the transmission feedback assembly torque, the vehicle load data and the ramp sensor signal, so that the vehicle automatically releases the parking solenoid valve closing state according to at least one vehicle state parameter detected by the VCU, and changes from the parking state to the released state, thereby achieving a seamless slope start operation. When the vehicle is driving on a slope, when the VCU detects that the motor speed, the actual gear position of the transmission and the transmission output shaft meet the activation conditions of the anti-slope rollback function, the vehicle's anti-slope rollback function will be automatically triggered, and an anti-slope rollback enable signal corresponding to the automatic activation will be issued. The slope rollback direction will be determined according to the vehicle state parameters corresponding to the automatically activated anti-slope rollback enable signal. The VCU controls the vehicle's gearbox output shaft speed to zero speed and actively requests an assembly torque opposite to the direction of rollback to prevent the vehicle from rollback. Under the activation condition of the anti-slope rollback function, if the motor speed, the actual gear position of the transmission and the transmission output shaft speed meet the exit conditions of the anti-slope rollback function, the anti-slope rollback exit will be automatically triggered, and an anti-slope rollback enable signal corresponding to the automatic exit will be issued to complete the automatic electronic parking release.

[0055] Among them, the zero speed control of the vehicle transmission output shaft speed can use a proportional-integral-derivative (PID) control algorithm to adjust the assembly torque of the vehicle motor to gradually reduce the motor speed until the motor speed reaches zero speed.

[0056] It can be understood that by using the anti-slip automatic detection logic, slip self-detection can be performed without the slope sensor data, which reduces the occurrence of slippage due to damage to the slope sensor and the inability to detect the slippage, and reduces the possibility of errors in the operator's active operation of the physical seesaw, thereby improving the safety of slip protection.

[0057] In one embodiment, optionally, Figure 2 As shown, determining the parking output parameter corresponding to the vehicle according to the sliding slope direction includes:

[0058] Step S1062: determining a target assembly torque opposite to the sliding direction;

[0059] Step S1064: obtaining the transmission output shaft speed;

[0060] Step S1066: determining a first speed corresponding to the output shaft of the vehicle gearbox;

[0061] Step S1068: when the transmission output shaft speed is less than the first speed, determining that the parking solenoid valve control signal is the first parking solenoid valve control signal;

[0062] Step S1070: Determine the parking output parameter according to the target assembly torque and the first parking solenoid valve control signal.

[0063] In this technical solution, when the VCU detects that a slope roll occurs through at least one vehicle state parameter, or the vehicle is driving on a slope, the VCU detects that the motor speed, the actual gear position of the gearbox and the gearbox output shaft meet the activation conditions of the anti-slope roll function, and automatically triggers the vehicle's anti-slope roll function. When an anti-slope roll enable signal corresponding to the automatic activation is issued, the parking output parameter is determined according to the slope roll direction of the vehicle at this time. The VCU actively requests the assembly torque opposite to the slipping direction as the target assembly torque based on the parking output parameter, and adjusts the output torque of the motor according to the PID control algorithm, thereby gradually reducing the output shaft speed of the motor. The motor is combined with the traditional mechanical parking brake to suppress further slipping of the vehicle. The first speed of the vehicle's gearbox output shaft is determined according to the historical slipping data, that is, the critical speed of the gearbox output shaft from the vehicle's slipping state to the release of the slipping state is taken as the first speed; when the gearbox output shaft speed is less than the critical speed, the request signal of the parking solenoid valve is determined to be an activation signal, that is, the first parking solenoid valve control signal; the parking solenoid valve is closed by controlling the first parking solenoid valve control signal to complete the parking brake, so that the vehicle is transformed from the slipping state to the braking state, without the need for the corresponding operation action of the physical rocker switch, to achieve automatic control of the parking solenoid valve, and gradually reduce the output shaft speed of the motor through the PID control algorithm, thereby improving the driving safety of the vehicle and reducing the driving jitter caused by the sudden drop in vehicle speed, which not only improves the safety of anti-slope starting but also increases the comfort of users driving the vehicle.

[0064] In one technical solution, optionally, as Figure 3 As shown, obtaining the running status of the vehicle includes:

[0065] Step S1002: obtaining the brake pedal opening and closing degree, ramp parameters, actual gear position, gearbox assembly torque, motor speed and actual vehicle speed of the vehicle;

[0066] Step S1004: when the vehicle is on an uphill section, the slope parameter of the uphill section is greater than the first slope parameter, the actual vehicle speed is less than the first actual vehicle speed, the brake pedal opening and closing degree is greater than the first brake pedal opening and closing degree, and the actual gear is the forward gear, determining that the operating state is the first operating state;

[0067] Step S1006: When the vehicle is on a downhill section, the slope parameter of the downhill section is less than the first slope parameter, the actual vehicle speed is less than the first actual vehicle speed, the brake pedal opening and closing degree is greater than the first brake pedal opening and closing degree, and the actual gear is the forward gear, determine that the operating state is the first operating state.

[0068] In this technical solution, at least one vehicle state parameter collected by the VCU includes the degree of opening and closing of the vehicle's brake pedal, the actual gear position, the main motor speed, the auxiliary motor speed and the actual vehicle speed, and the ramp parameter is collected by the slope sensor. During vehicle driving, when the driver inserts the key to power on the car, the VCU starts to monitor at least one vehicle state parameter. When the key input signal is activated, the actual vehicle speed is less than the first actual vehicle speed, and the degree of opening and closing of the brake pedal is greater than the first degree of opening and closing of the brake pedal, if the actual gear position detected by the VCU at this time is the forward gear, and the ramp parameter of the car during the uphill process is greater than the first ramp parameter; or the actual gear position is the reverse gear, and the ramp parameter of the car during the downhill process is less than the first ramp parameter, it is determined that the vehicle's operating state is the first operating state. In this state, the vehicle automatically activates the anti-slip system and starts to automatically detect the vehicle's slipping state. When the activation conditions of the anti-slip function are met, the anti-slip function of the corresponding gear of the vehicle will be automatically activated to achieve active parking in the slipping state. By judging the first operating state of the vehicle, a hill assist activation electronic parking command is sent to the VCU to activate the anti-slope rolling system, thereby improving the accuracy of the vehicle's roll-off judgment, thereby improving the safety of the VCU's autonomous control of the vehicle's anti-slope rolling start.

[0069] The slope parameter in the uphill process and the slope parameter in the downhill process have the same value, but the driving directions of the slope parameter in the uphill process and the slope parameter in the downhill process are opposite, so the corresponding signs of the parameter values ​​are opposite. The first slope parameter, the first actual vehicle speed and the first brake pedal opening and closing degree are calculated by the operator based on at least one historical slope sliding data, that is, the average value of at least one critical data of the vehicle changing from a normal driving state to a slope sliding state during driving.

[0070] In one embodiment, optionally, Figure 4 As shown, before determining the anti-slope rolling activation condition of the vehicle according to the running state, it also includes:

[0071] Step S1010: determining the throttle parameters of the vehicle;

[0072] Step S1012: determining the hill assist release limit torque according to the ramp parameters and the vehicle mass;

[0073] Step S1014: when the actual gear is the forward gear, the transmission assembly torque is greater than the hill assist release limit torque and the ramp parameter is greater than or equal to the first ramp parameter, determining that the operating state is the second operating state, and the parking solenoid valve control signal is the second parking solenoid valve control signal;

[0074] Step S1016: when the actual gear is reverse gear, the transmission assembly torque is less than the ramp assist release limit torque and the ramp parameter is less than or equal to the first ramp parameter, determining that the operating state is the second operating state, and the parking solenoid valve control signal is the second parking solenoid valve control signal;

[0075] Step S1018: When the throttle parameter is greater than the initial value, the actual gear is changed from reverse gear to forward gear, and the ramp parameter is less than or equal to the second ramp parameter; or, when the actual gear is changed from forward gear to reverse gear, and the ramp parameter is greater than or equal to the second ramp parameter, it is determined that the operating state is the second operating state, and the parking solenoid valve control signal is the second parking solenoid valve control signal.

[0076] In this technical solution, the automatic release logic of the parking solenoid valve is set according to the opening and closing degree of the accelerator pedal, the motor torque, the ramp parameters and the vehicle load data, the second parking solenoid valve control signal is determined, and the parking solenoid valve is automatically released. The VCU controls the vehicle to change from the parking state to the release state under the condition that the automatic release logic of the parking solenoid valve is met, so as to avoid the situation of slipping due to insufficient power and realize seamless slope start operation. The ramp assist release limit torque is determined by the real-time ramp parameters and the vehicle's total vehicle mass, wherein the ramp assist release limit torque is proportional to the real-time ramp parameters and the total vehicle mass. By setting the ramp assist release limit torque, the VCU can detect the vehicle parking release command more timely. Specifically, the automatic release logic of the parking solenoid valve includes any of the following conditions: when the actual gear position of the vehicle is the forward gear, the transmission assembly torque detected by the VCU is greater than the hill assist release limit torque, and the ramp parameter is greater than or equal to the first ramp parameter, and the vehicle needs to accelerate uphill; when the actual gear position of the vehicle is the reverse gear, the transmission assembly torque detected by the VCU is less than the hill assist release limit torque, the ramp parameter is less than or equal to the first ramp parameter, and the vehicle needs to travel downhill, wherein the numerical signs of the first ramp parameter during the downhill process and the first ramp parameter during the uphill process are opposite; when the user steps on the accelerator, that is, the throttle parameter is greater than the initial value, the throttle opening degree is greater than zero, and the reverse gear is shifted back to the forward gear, the ramp parameter is less than or equal to the second ramp parameter; when the forward gear is shifted back to the reverse gear, the ramp parameter is greater than or equal to the second ramp parameter, wherein the second ramp parameter is less than the first ramp parameter, and the numerical signs of the second ramp parameter when shifting from the forward gear to the reverse gear and the second ramp parameter when shifting from the reverse gear to the forward gear are opposite. The above conditions all mean that the vehicle changes from a parking state to a driving state. When any of the above conditions is met, the VCU will control the vehicle to automatically close the parking solenoid valve, that is, output a second parking solenoid valve control signal through the VCU.

[0077] Optionally, the driver can manually turn on the parking switch to change the vehicle from the parking state to the released state, and manually close the parking solenoid valve.

[0078] In one embodiment, optionally, Figure 5 As shown, determining at least one anti-slope sliding enabling signal when the anti-slope sliding activation condition is met includes:

[0079] Step S1020: Determine the main motor speed limit and the auxiliary motor speed limit;

[0080] Step S1022: Determine the anti-slope activation time threshold;

[0081] Step S1024: when the actual gear is the forward gear, the main motor speed is less than the main motor speed limit, or the auxiliary motor speed is less than the auxiliary motor speed limit, and the corresponding time exceeds the anti-slope sliding activation time threshold, the anti-slope sliding enable signal is determined to be the forward gear anti-slope sliding activation signal;

[0082] Step S1026: when the actual gear is reverse gear, the main motor speed is greater than the main motor speed limit, or the auxiliary motor speed is greater than the auxiliary motor speed limit, and the corresponding time exceeds the slope rolling activation time threshold, the anti-slope rolling enable signal is determined to be the reverse gear anti-slope rolling activation signal;

[0083] Step S1028: When the actual gear position is neutral, the transmission output shaft speed is greater than the first speed and the ramp parameter is greater than the third ramp parameter, the anti-slope slip enable signal is determined to be a neutral anti-slope slip activation signal.

[0084] In this technical solution, the main motor speed limit and the auxiliary motor speed limit are obtained through historical slope sliding data. The main motor speed limit is the critical speed of the main motor when the vehicle slides downhill. For example, when the main motor speed is greater than the main motor speed limit, the vehicle changes from the slope sliding state to the normal driving state. The anti-slope sliding activation time threshold is preset by the operator. The slope sliding activation time can be limited by setting the anti-slope sliding activation time threshold. When the anti-slope sliding function condition trigger time is greater than the anti-slope sliding activation time threshold, the anti-slope sliding function is determined to be activated to improve the accuracy of the anti-slope sliding activation. The anti-slope sliding function activation condition is any of the following conditions: when the driver inserts the key to the vehicle and powers on, the actual gear is the forward gear, and the speed of the vehicle's main motor or auxiliary motor is less than the corresponding speed limit; when the actual gear is the reverse gear, the speed of the vehicle's main motor or auxiliary motor is greater than the corresponding speed limit; when the actual gear is the neutral gear, the speed of the gearbox output shaft is greater than the first speed and the ramp parameter is greater than the third ramp parameter at this time, and the third ramp parameter is less than the second ramp parameter. When any of the above activation conditions is met, the anti-slope sliding activation signal will be transmitted to the motor through the VCU. The motor is combined with the traditional mechanical brake, and the VCU actively requests the assembly torque opposite to the direction of the vehicle sliding to prevent the vehicle from sliding further.

[0085] In one embodiment, optionally, Figure 6 As shown, determining at least one anti-slope sliding enabling signal when the anti-slope sliding activation condition is met also includes:

[0086] Step S1032: when the vehicle key input signal is not detected, the actual gear is the forward gear, and the main motor speed is greater than the second speed and the auxiliary motor speed is greater than the second speed, determining that the anti-slope enable signal is the forward gear anti-slope exit signal;

[0087] Step S1034: when no vehicle key input signal is detected, the actual gear is reverse gear, and the main motor speed is less than the second speed and the auxiliary motor speed is less than the second speed, determining that the anti-slope enable signal is a reverse gear anti-slope exit signal;

[0088] Step S1036: When the actual gear position is not neutral and the speed of the output shaft of the transmission is less than the third speed, the anti-slope roll enable signal is determined to be a neutral anti-slope roll exit signal.

[0089] In this technical solution, after the vehicle's anti-slope rollback function is activated and an anti-slope rollback activation signal is sent through the VCU, the VCU exits the anti-slope rollback state when it detects that the motor speed and the actual gear position meet any of the following conditions: when the current gear anti-slope rollback state is activated, the VCU detects that the vehicle key is pulled out, that is, the key input signal is not detected, the actual gear position is the forward gear, the main motor speed is greater than the second speed and the auxiliary motor speed is greater than the second speed, that is, the forward gear requires that the main motor and the auxiliary motor are both greater than the second speed to exit the anti-slope rollback state; when the reverse gear anti-slope rollback state is activated, the VCU detects that the vehicle key is pulled out, the actual gear position is the reverse gear, the main motor speed is less than the second speed and the auxiliary motor speed is less than the second speed, that is, the reverse gear requires that the main motor and the auxiliary motor are both less than the second speed to exit the anti-slope rollback state; when the neutral gear anti-slope rollback state is activated, the actual gear position is non-neutral, and the gearbox output shaft speed is less than the third speed. Among them, the third speed is less than the second speed, and the numerical sign corresponding to the second speed is opposite to the direction corresponding to the actual gear. For example, when the actual gear is the forward gear, the forward direction is determined to be a positive value, and the value of the second speed corresponding to exiting the anti-slope state is a negative value.

[0090] In a specific embodiment, Fig.12 As shown in the figure, the anti-slope control method includes:

[0091] Step S200: the parking release rising edge command is activated and the hill assist activation electronic parking command is activated; when the judgment result of step S200 is yes, go to step S202, when the judgment result of step S200 is no, go to step S206;

[0092] Step S202: Hill start assist activation is turned off;

[0093] Step S204: parking release close;

[0094] Step S206: Parking conditions are met and hill assist is activated.

[0095] Through the anti-slip control method proposed in the present invention, the parking solenoid valve control closing control strategy is determined. The VCU monitors the brake pedal opening, ramp sensor signal, actual gear position of the gearbox, controls the parking solenoid valve to close, activates the parking rising edge instruction, and realizes automatic parking. There is no physical button, which avoids the probability of the driver forgetting to park and causing the car to slip. The automatic release strategy of the electronic parking valve is determined, and the torque limit is released according to the accelerator pedal opening, motor torque feedback, ramp information, and load data. The parking solenoid valve is automatically released to avoid slipping due to insufficient power and realize seamless slope starting operation. The anti-slip automatic detection logic is designed, and the anti-slip automatic detection is realized according to the motor speed, the actual gear position of the gearbox, and the output shaft speed. The design cooperates with the parking system to control the motor at zero speed to avoid slipping, and designs a PID closed-loop control of the electric drive torque. When the parking conditions are met and the ramp assist is activated, the gearbox output shaft speed is controlled at zero speed to cooperate with the parking system to avoid slipping.

[0096] Specifically, Figure 8 As shown in the figure, the anti-slope control method includes:

[0097] Step S300: the key input signal is activated and the vehicle speed x≤1.5 km / h and the brake pedal opening and closing degree>5% and the parking request contact is closed;

[0098] Step S302: the slope value is ≥ 8% and the gear is the forward gear;

[0099] Step S304: activating the anti-slope system;

[0100] Step S306: the slope value is ≤8% and the gear is reverse gear;

[0101] Step S308: Activate the hill assist parking command;

[0102] Step S310: forward gear and torque feedback>hill assist release limit torque;

[0103] Step S312: reverse gear and torque feedback < hill assist release limit torque;

[0104] Step S314: the throttle is greater than 0%, the gear is in the forward gear, and the slope is less than or equal to 5%;

[0105] Step S316: the throttle is greater than 0%, the gear is in reverse gear, and the slope is greater than or equal to -5%;

[0106] Step S318: The driver manually releases the input;

[0107] Step S320: The hill assist parking instruction is turned off.

[0108] When the driver is in the on gear, the speed is less than 1.5km / h on an uphill section with a slope of more than 8%, the brake pedal opening is greater than 5%, the gear is in the forward gear, and the parking state is released; when the driver is in the on gear, the speed is less than 1.5km / h on a downhill section with a slope of less than -8%, the brake pedal opening is greater than 5%, the gear is in the forward gear, and the parking state is released; when the driver is in the on gear, the anti-slip function is activated. The above three situations will enable the parking solenoid valve.

[0109] The automatic release logic of the parking solenoid valve is: forward gear, transmission assembly torque feedback> ramp assist release torque, ramp value greater than or equal to 8% (ramp assist release torque is calculated based on the real-time vehicle slope and vehicle mass); reverse gear, transmission assembly torque feedback < ramp assist release torque, ramp value less than or equal to -8%; throttle greater than 0%, and the gear is shifted back from reverse gear to forward gear, the slope is less than or equal to 5%; throttle greater than 0%, and the gear is shifted back from forward gear to reverse gear, the slope is greater than or equal to -5%; the driver manually toggles the parking rocker switch from release state to parking state, and then to release state. The above 5 operation methods can close the parking solenoid valve.

[0110] Specifically, the forward gear anti-slope activation and exit conditions are as follows: Fig. 9 As shown:

[0111] Step S400: the key input signal is activated and the gear is the forward gear and (the main motor speed is less than the main motor speed limit or the auxiliary motor speed is less than the auxiliary motor speed limit);

[0112] Step S402: the condition is met for 1 second;

[0113] When the condition of step S402 is met, step S404: forward gear anti-slope sliding is activated;

[0114] Step S406: PI adjusts the requested torque to make the transmission output shaft speed < 20 rpm;

[0115] When the condition of step S402 is not met, step S408: the key input signal is turned off and (the main motor speed>-30rpm and the auxiliary motor speed>-30rpm and the forward gear) or the gear position is the reverse gear;

[0116] When the condition of step S408 is not met, return to step S406;

[0117] Step S410: Turn off the forward gear anti-slope function.

[0118] Reverse gear anti-hill slide activation and exit conditions are as follows Fig.10 As shown:

[0119] Step S500: the key input signal is activated and the gear is in reverse gear and (the main motor speed>main motor speed limit or the auxiliary motor speed>auxiliary motor speed limit);

[0120] Step S502: the condition is met for 1 second;

[0121] When the condition of step S502 is met, step S504: reverse gear anti-slope sliding is activated;

[0122] Step S506: PI adjusts the requested torque to make the transmission output shaft speed < 20 rpm;

[0123] When the condition of step S502 is not met, step S508: the key input signal is turned off and (the main motor speed is less than 30 rpm and the auxiliary motor speed is less than 30 rpm and the gear is forward gear) or the gear position is reverse gear;

[0124] When step S508 is not satisfied, return to step S506;

[0125] Step S510: The reverse gear anti-slope function is turned off.

[0126] Neutral anti-slope activation and exit conditions are as follows: Fig.11 As shown:

[0127] Step S600: Neutral gear, transmission output shaft speed>50rpm and slope>4%;

[0128] Step S602: Activate neutral gear anti-slope sliding;

[0129] Step S604: Not in neutral and the transmission output shaft speed is less than 20 rpm;

[0130] When the condition of step S604 is not met, return to step S602;

[0131] When the condition of step S600 is not met, step S606: neutral gear anti-slope sliding is turned off.

[0132] like Figures 9 to 11 As shown, the activation conditions of the anti-slope roll function are: the key is on, the gear is in forward gear, the main motor speed is less than the main motor speed limit or the auxiliary motor is less than the auxiliary motor speed limit; the key is on, the gear is in reverse gear, the main motor speed is greater than the main motor speed limit or the auxiliary motor is greater than the auxiliary motor speed limit; the key is on, the gear is in neutral and the transmission output shaft speed is greater than 50rpm and the slope is greater than 4%.

[0133] The exit conditions for hill-roll prevention are as follows: the hill-roll prevention in forward gear is activated, the key is on, the main motor speed is greater than -30rpm and the auxiliary motor speed is greater than -30rpm and it is in forward gear, and the automatic electronic parking brake is released; the hill-roll prevention in reverse gear is activated, the key is on, the main motor speed is less than 30rpm and the auxiliary motor speed is less than 30rpm and it is in reverse gear, and the automatic electronic parking brake is released; the hill-roll prevention in neutral gear is activated, the gearbox is in neutral, the gearbox output shaft speed is greater than 50rpm and the slope is greater than 4%.

[0134] After the hill assist is activated, the motor is combined with the traditional mechanical parking brake, and the VCU actively requests the assembly torque in the opposite direction of the vehicle's slipping direction to prevent the vehicle from slipping further. When the vehicle output shaft speed is detected to be less than 50rpm, the parking solenoid valve is requested to close to complete the parking brake to prevent the vehicle from slipping.

[0135] like Figure 7 As shown, an embodiment of the present invention provides an anti-slope rolling control system 900, which includes: an acquisition module 902, used to acquire the operating status of the vehicle; an anti-slope rolling activation module 904, used to determine the anti-slope rolling activation conditions of the vehicle according to the operating status, and determine at least one anti-slope rolling enable signal when the anti-slope rolling activation conditions are met; a direction determination module 906, used to determine the slope rolling direction of the vehicle according to the anti-slope rolling enable signal; an anti-slope rolling control module 908, used to determine the parking output parameters corresponding to the vehicle according to the slope rolling direction.

[0136] Through the anti-slope control system 900 proposed by the present invention, at least one vehicle state parameter is collected to determine the current running state of the vehicle, and the anti-slope automatic detection logic is determined by the motor speed, the actual gear position of the gearbox, and the gearbox output shaft speed. According to the anti-slope automatic detection logic, it is determined whether the vehicle needs to automatically activate the anti-slope function or automatically exit the anti-slope function during driving, and an anti-slope enable signal corresponding to the automatic activation or automatic operation instruction is sent to the VCU, so that the vehicle automatically activates the anti-slope state or automatically exits the anti-slope state, without the operator operating the physical rocker switch, to achieve automatic control of the parking solenoid valve. Through the anti-slope control system, the parking solenoid valve closing control strategy, the parking solenoid valve automatic release strategy and the anti-slope automatic detection logic are implemented, and the slope self-detection can be performed without the slope sensor data, which reduces the possibility of errors in the timing of the operator's active operation of the physical rocker, and realizes the active torque control request and completes the parking in the case of slope, thereby improving the safety of the vehicle protection. Specifically, the acquisition module 902 determines the current operating state of the vehicle by collecting at least one vehicle state parameter; the anti-slope rollback activation module 904 determines the main motor speed limit and the auxiliary motor speed limit according to the historical slope rollback data, and sets the anti-slope rollback activation time threshold, determines the anti-slope rollback activation condition of at least one gear, and sends an anti-slope rollback activation signal corresponding to the actual gear of the vehicle through the VCU when the anti-slope rollback activation condition is met; the direction determination module 906 determines the sliding direction of the vehicle according to the anti-slope rollback activation signal and the vehicle state parameters collected by the VCU; the anti-slope rollback control module 908 determines the assembly torque and parking solenoid valve control signal opposite to the sliding direction in combination with the PID control algorithm.

[0137] Optionally, the acquisition module 902 is used to determine the main motor speed limit and the auxiliary motor speed limit;

[0138] Optionally, the acquisition module 902 is further used to determine an anti-slope sliding activation time threshold;

[0139] Optionally, the acquisition module 902 is further used to determine the throttle parameters of the vehicle;

[0140] Optionally, the anti-slope control module 908 is configured to determine a target assembly torque opposite to the slope sliding direction.

[0141] An embodiment of the present application provides a mine car, which includes an anti-slope control system.

[0142] The mine car proposed in the present invention is used in conjunction with an anti-slope control system, a slope sensor and a VCU. The mine car detects the slope parameters of the vehicle in real time through the slope sensor, monitors the opening and closing degree of the brake pedal, the slope sensor signal, the actual gear position of the gearbox, the opening and closing degree of the accelerator pedal, the motor torque, the gearbox output shaft speed and the vehicle load data through the VCU, and controls the electric drive torque and the parking solenoid valve through the VCU to realize the anti-slope control method.

[0143] The embodiment of the present application also provides a readable storage medium, on which a program or instruction is stored. When the program or instruction is executed by a processor, each process of the above-mentioned anti-slope control method embodiment is implemented, and the same technical effect can be achieved. To avoid repetition, it is not repeated here. In addition, the data storage capacity and data processing speed corresponding to the anti-slope control method in the present application are improved by the readable storage medium.

[0144] A readable storage medium may be a tangible device that can retain and store instructions for use by an instruction execution device. A computer-readable storage medium may be an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the above devices, but is not limited thereto. A non-exhaustive list of more specific examples of computer-readable storage media includes: portable computer floppy disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), static random access memories (SRAM), portable compact disk read-only memories (CD-ROMs), digital versatile disks (DVDs), memory cards, floppy disks, encoding mechanical devices (such as punched cards or grooves with raised structures having instructions recorded thereon), and any suitable combination of the above devices. The computer-readable storage medium used herein should not be understood as a transmission signal itself, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media, or electrical signals transmitted through wires, etc.

[0145] The processor is the processor in the electronic device in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0146] The embodiment of the present application further provides a chip, the chip includes a processor and a communication interface, the communication interface is coupled to the processor, the processor is used to run a program or instruction, implement the various processes of the above-mentioned anti-slip control method embodiment, and can achieve the same technical effect, to avoid repetition, it is not repeated here. In addition, the chip is used to improve the data processing speed corresponding to the anti-slip control method in the present application.

[0147] It should be understood that the chip mentioned in the embodiments of the present application can also be called a system-level chip, a system chip, a chip system or a system-on-chip chip, etc.

[0148] According to the anti-slope control method, system, mining car, readable storage medium and chip provided by the present invention, a parking solenoid valve closing control strategy, a parking solenoid valve automatic release strategy and an anti-slope automatic detection logic are proposed. Slope self-detection can be performed without the need for slope sensor data, thereby reducing the possibility of errors in the timing of the operator's active operation of the physical seesaw, realizing active torque control requests and completing parking in the case of slope sliding, and improving the safety of vehicle slide protection.

[0149] In the present invention, the terms "first", "second", and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance; the term "plurality" refers to two or more, unless otherwise clearly defined. The terms "installed", "connected", "connected", "fixed", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; "connected" can be a direct connection or an indirect connection through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0150] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by terms such as “upper”, “lower”, “left”, “right”, “front” and “back” are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or unit referred to must have a specific direction, be constructed and operated in a specific orientation, and therefore, cannot be understood as a limitation on the present invention.

[0151] In the description of this specification, the description of the terms "one embodiment", "some embodiments", "specific embodiments", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0152] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for preventing slope sliding, characterized in that: include: Get the running status of the vehicle; Determining an anti-slope rolling activation condition of the vehicle according to the operating state, and determining at least one anti-slope rolling enabling signal when the anti-slope rolling activation condition is met; determining a sliding direction of the vehicle according to the anti-slope enabling signal; A parking output parameter corresponding to the vehicle is determined according to the slope sliding direction.

2. The anti-slope control method according to claim 1, characterized in that: The determining of the parking output parameter corresponding to the vehicle according to the sliding slope direction includes: Determining a target assembly torque opposite to the slope sliding direction; Get the gearbox output shaft speed; determining a first rotational speed corresponding to an output shaft of a transmission of the vehicle; When the transmission output shaft speed is less than the first speed, determining that the parking solenoid valve control signal is a first parking solenoid valve control signal; A parking output parameter is determined according to the target assembly torque and the first parking solenoid valve control signal.

3. The anti-slope control method according to claim 1, characterized in that: The obtaining of the running status of the vehicle comprises: Obtaining the vehicle's brake pedal opening and closing degree, ramp parameters, actual gear position, gearbox assembly torque, motor speed and actual vehicle speed, wherein the motor speed includes the main motor speed and the auxiliary motor speed; When the vehicle is on an uphill section, the slope parameter of the uphill section is greater than the first slope parameter, the actual vehicle speed is less than the first actual vehicle speed, the brake pedal opening and closing degree is greater than the first brake pedal opening and closing degree, and the actual gear is the forward gear, determining that the operating state is the first operating state; When the vehicle is on a downhill section, the slope parameter of the downhill section is less than the first slope parameter, the actual vehicle speed is less than the first actual vehicle speed, the brake pedal opening and closing degree is greater than the first brake pedal opening and closing degree, and the actual gear is the forward gear, the operating state is determined to be the first operating state.

4. The anti-slope control method according to claim 3, characterized in that: Before determining the anti-slope sliding activation condition of the vehicle according to the running state, the method further includes: Determining a throttle parameter of the vehicle; Determining a hill assist release torque according to the ramp parameter and the vehicle mass; When the actual gear is the forward gear, the transmission assembly torque is greater than the ramp assist release torque and the ramp parameter is greater than or equal to the first ramp parameter, determining that the operating state is the second operating state, and the parking solenoid valve control signal is the second parking solenoid valve control signal; When the actual gear is reverse gear, the transmission assembly torque is less than the ramp assist release limit torque and the ramp parameter is less than or equal to the first ramp parameter, determining that the operating state is the second operating state, and the parking solenoid valve control signal is the second parking solenoid valve control signal; When the throttle parameter is greater than an initial value, the actual gear is changed from the reverse gear to the forward gear, and the ramp parameter is less than or equal to a second ramp parameter; or, when the actual gear is changed from the forward gear to the reverse gear, and the ramp parameter is greater than or equal to a second ramp parameter, it is determined that the operating state is the second operating state, and the parking solenoid valve control signal is the second parking solenoid valve control signal; Wherein, the first ramp parameter is greater than the second ramp parameter.

5. The anti-slope control method according to claim 4, characterized in that: The step of determining at least one anti-slope sliding enabling signal when the anti-slope sliding activation condition is met comprises: Determine the main motor speed limit and the auxiliary motor speed limit; Determine the activation time threshold of the anti-slope sliding protection; When the actual gear is the forward gear, the main motor speed is less than the main motor speed limit, or the auxiliary motor speed is less than the auxiliary motor speed limit, and the corresponding time exceeds the anti-slope sliding activation time threshold, the anti-slope sliding enable signal is determined to be the forward gear anti-slope sliding activation signal; When the actual gear is the reverse gear, the main motor speed is greater than the main motor speed limit, or the auxiliary motor speed is greater than the auxiliary motor speed limit, and the corresponding time exceeds the anti-slope sliding activation time threshold, the anti-slope sliding enable signal is determined to be the reverse gear anti-slope sliding activation signal; When the actual gear position is neutral, the speed of the output shaft of the gearbox is greater than the first speed and the ramp parameter is greater than the third ramp parameter, determining that the anti-slope slip enable signal is a neutral anti-slope slip activation signal; Wherein, the second ramp parameter is greater than the third ramp parameter.

6. The anti-slope control method according to claim 5, characterized in that: The step of determining at least one anti-slope sliding enabling signal when the anti-slope sliding activation condition is met further includes: When the key input signal of the vehicle is not detected, the actual gear is the forward gear, and the main motor speed is greater than the second speed, and the auxiliary motor speed is greater than the second speed, determining that the anti-slope enable signal is a forward gear anti-slope exit signal; When the key input signal of the vehicle is not detected, the actual gear is reverse gear, and the main motor speed is less than the second speed, and the auxiliary motor speed is less than the second speed, determining that the anti-slope enable signal is a reverse gear anti-slope exit signal; When the actual gear position is not neutral and the speed of the output shaft of the gearbox is less than a third speed, determining that the anti-slope slip enable signal is a neutral anti-slope slip exit signal; Wherein, the second rotation speed is greater than the third rotation speed.

7. A slope prevention control system, characterized in that: include: An acquisition module, used to acquire the running status of the vehicle; an anti-slope rolling activation module, configured to determine an anti-slope rolling activation condition of the vehicle according to the operating state, and determine at least one anti-slope rolling enabling signal when the anti-slope rolling activation condition is met; A direction determination module, used for determining the sliding direction of the vehicle according to the anti-slipping enabling signal; The anti-slope control module is used to determine the parking output parameter corresponding to the vehicle according to the slope direction.

8. A mining car, characterized in that: The mining vehicle comprises the anti-slope control system according to claim 7.

9. A readable storage medium, characterized in that: The readable storage medium stores a program or instruction, and when the program or instruction is executed by a processor, the steps of the anti-slope control method according to any one of claims 1 to 6 are implemented.

10. A chip, characterized in that: The chip includes a processor and a communication interface, the communication interface is coupled to the processor, and the processor is used to run a program or instruction to implement the steps of the anti-slope control method according to any one of claims 1 to 6.

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