Vehicle ramp braking control method and device and computer readable storage medium

Abstract

The invention relates to a vehicle ramp braking control method and device and a computer readable storage medium, and aims to solve the problem that a vehicle slips on a slope during uphill starting. The method comprises the following steps: after a vehicle is uphill and static at a forward gear, timing from releasing a brake pedal to obtain accumulative dwell time; obtaining and calculating the size relation between the pressure maintaining threshold value time and the accumulated pressure maintaining time; and the pressure maintaining mode is controlled to continue or exit at least according to the size relation and whether the operation of stepping on the accelerator pedal is detected or not, slope sliding is avoided, a motor does not need to be involved in short-time slope parking, the economical efficiency of the whole vehicle is improved, and the safety and comfort of the vehicle during hill starting are improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a vehicle slope braking control method, device, computer-readable storage medium and electronic equipment. Background Art

[0002] Hill-hold braking control is a key technology in vehicle control, including electric and hybrid vehicles. Optimized hill-hold braking control helps maintain vehicle stability when driving uphill and downhill, reducing the risk of loss of control or accidents caused by improper braking. For electric vehicles, energy can be recovered during braking, and hill-hold braking control can more effectively manage this process, improving energy recovery efficiency and thus optimizing battery efficiency and extending driving range. Optimized hill-hold braking control can also reduce skidding and jolting on slopes, providing a smoother driving experience.

[0003] Currently, some vehicles are equipped with a hill start assist feature. When activated, the electric motor drives the vehicle to slowly start, preventing rolling downhill and improving comfort. However, related hill start assist technologies rely on motor torque control. Prolonged motor stalling can easily cause overheating and damage, while also wasting vehicle energy. Summary of the Invention

[0004] The main purpose of this application is to provide a vehicle hill braking control method, device, computer-readable storage medium and electronic device to at least solve the problem in the related art that vehicle hill braking control is prone to cause motor overheating and damage.

[0005] One aspect of the present application provides a vehicle slope braking control method, comprising: if the vehicle is in a forward gear and is in an uphill state, after controlling the vehicle to enter a stationary state in response to an operation of pressing the brake pedal, if an operation of releasing the brake pedal is detected, starting from the initial moment of releasing the brake pedal to obtain a cumulative pressure holding time; obtaining a pressure holding threshold time, and calculating the relationship between the cumulative pressure holding time and the pressure holding threshold time; and controlling to continue pressure holding or exit pressure holding mode at least based on the relationship and whether an operation of pressing the accelerator pedal is detected.

[0006] Optionally, the control is to continue to maintain pressure or exit the pressure maintaining mode at least based on the size relationship and whether the accelerator pedal operation is detected, including: when the cumulative pressure maintaining time is less than the difference between the pressure maintaining threshold time and the preset time, judging whether the accelerator pedal operation is detected; when the accelerator pedal operation is detected, calculating the size relationship between the throttle demand torque and the pneumatic brake torque; when the throttle demand torque is less than or equal to the pneumatic brake torque, controlling to continue to maintain pressure; when the throttle demand torque is greater than the pneumatic brake torque, controlling to exit the pressure maintaining mode and release the remaining air pressure.

[0007] Optionally, the control is to continue to maintain pressure or exit the pressure maintaining mode at least based on the size relationship and whether the accelerator pedal operation is detected, including: when the cumulative pressure maintaining time is less than the difference between the pressure maintaining threshold time and the preset time, the accelerator pedal operation is not detected and the handbrake state is activated, the control is to exit the pressure maintaining mode and release the remaining air pressure; when the cumulative pressure maintaining time is less than the difference between the pressure maintaining threshold time and the preset time, and no operation of the driver is detected, the control is to continue to maintain pressure.

[0008] Optionally, at least based on the size relationship and whether the accelerator pedal operation is detected, the control is used to continue the pressure holding mode or exit the pressure holding mode, including: when the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time, and less than the pressure holding threshold time, judging whether the accelerator pedal operation is detected; when the accelerator pedal operation is detected, controlling the pneumatic braking torque and the motor anti-slope torque to stop converting, and then if the accelerator demand torque is less than or equal to the pneumatic braking torque, the vehicle remains stationary and the driver is required to continue to step on the accelerator pedal; if the accelerator demand torque is greater than the pneumatic braking torque, controlling the exit from the pressure holding mode and releasing the remaining air pressure, and controlling the motor anti-slope torque to directly increase to the accelerator demand torque.

[0009] Optionally, at least based on the size relationship and whether the accelerator pedal operation is detected, the control is used to continue the pressure holding mode or exit the pressure holding mode, including: when the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time, and less than the pressure holding threshold time, if the handbrake state is activated, the control is used to exit the pressure holding mode and release the remaining air pressure, and the motor anti-slope torque is cleared; when the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time, and less than the pressure holding threshold time, if no driver action is detected, the control is used to complete the switching of the air brake torque and the motor anti-slope torque within the preset time.

[0010] Optionally, the method also includes: when the cumulative pressure holding time is greater than or equal to the pressure holding threshold time, and less than the sum of the pressure holding threshold time and the anti-slope slip threshold time, if the accelerator pedal is detected to be depressed, judging the relationship between the throttle demand torque and the pneumatic brake torque; when the throttle demand torque is less than or equal to the pneumatic brake torque, setting the motor anti-slope slip torque to be constant at the pneumatic brake torque; when the throttle demand torque is greater than the pneumatic brake torque, controlling the motor anti-slope slip torque to increase to the throttle demand torque.

[0011] Optionally, the method also includes: when the cumulative pressure holding time is greater than or equal to the pressure holding threshold time and less than the sum of the pressure holding threshold time and the anti-slope rolling threshold time, if the accelerator pedal operation is not detected and the handbrake state is activated, the motor anti-slope rolling torque is cleared.

[0012] Another aspect of the present application provides a vehicle slope braking control device, including: a timing unit, which is used to control the vehicle to enter a stationary state in response to the operation of pressing the brake pedal if the vehicle is in a forward gear and is in an uphill state. If the operation of releasing the brake pedal is detected, the accumulated pressure holding time is obtained by starting from the initial moment of releasing the brake pedal; an acquisition calculation unit, which is used to obtain the pressure holding threshold time and calculate the relationship between the accumulated pressure holding time and the pressure holding threshold time; a first control unit, which is used to control the continuation of pressure holding or exit from the pressure holding mode based on at least the size relationship and whether the accelerator pedal operation is detected.

[0013] Another aspect of the present application provides a computer-readable storage medium, which includes a stored program, wherein when the program is running, the device where the computer-readable storage medium is located is controlled to execute the above-mentioned vehicle slope braking control method.

[0014] Another aspect of the present application provides an electronic device comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs include a method for executing the above-mentioned vehicle hill braking control method.

[0015] The technical solution of this application controls the vehicle to a stationary state in response to a brake pedal press when the vehicle is in forward gear and on an uphill slope. If the brake pedal is released, the cumulative pressure-holding time is calculated starting from the moment the brake pedal is released. A pressure-holding threshold time is obtained, and the relationship between the cumulative pressure-holding time and the pressure-holding threshold time is calculated. Based on at least this relationship and whether the accelerator pedal is pressed, the system controls whether to continue or exit the pressure-holding mode. This prevents rolling down a slope, allowing short periods of holding on a slope without motor intervention, improves the vehicle's overall economy, and enhances safety and comfort when starting on a slope. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings that constitute part of this application are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute an improper limitation on this application. In the drawings:

[0017] Figure 1 A schematic flow chart of a vehicle hill braking control method according to an embodiment of the present application is shown;

[0018] Figure 2 A schematic flow chart of a first specific vehicle hill braking control method provided according to an embodiment of the present application is shown;

[0019] Figure 3 A schematic flow chart of a second specific vehicle hill braking control method provided according to an embodiment of the present application is shown;

[0020] Figure 4 A schematic flow chart of a third specific vehicle hill braking control method provided according to an embodiment of the present application is shown;

[0021] Figure 5 A structural block diagram of a vehicle hill braking control device provided according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0022] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0023] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0024] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described here. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0025] As introduced in the background technology, in the related art, vehicle slope braking control is prone to cause motor overheating and damage. In order to solve the problem that vehicle slope braking control is prone to cause motor overheating and damage, the embodiments of the present application provide a vehicle slope braking control method, device, computer-readable storage medium and electronic device.

[0026] The technical solutions in the embodiments of the present invention will be described clearly and completely below with reference to the accompanying drawings in the embodiments of the present invention.

[0027] In this embodiment, a vehicle hill braking control method running on a mobile terminal, a computer terminal, or a similar computing device is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0028] Figure 1 FIG. 1 is a flow chart of a vehicle slope braking control method according to an embodiment of the present application. Figure 1 As shown, the method includes the following steps:

[0029] Step S101: If the vehicle is in a forward gear and is traveling uphill, after the vehicle is brought to a standstill in response to a brake pedal depression, if a brake pedal release is detected, a cumulative pressure holding time is calculated starting from the moment the brake pedal is released.

[0030] Among them, through the gear detection module, the vehicle controller continuously monitors the vehicle's gear position. When the vehicle is in the forward gear (D gear), the system enters the next step of detection;

[0031] Slope identification can be achieved through a variety of sensors and systems. For example, the vehicle's built-in accelerometer or inertial measurement unit (IMU) can be used to measure the vehicle's tilt angle. If the measured forward acceleration component is negative, it indicates that the vehicle is facing uphill resistance, meaning that the vehicle is in an uphill state.

[0032] In addition, GPS and high-precision map data are used to determine the slope and altitude changes of the vehicle. If the vehicle's altitude continues to increase in a short period of time, it can be determined that the vehicle is going uphill.

[0033] The brake pedal opening detection module monitors in real time whether the brake pedal is depressed. When the vehicle is traveling uphill and in forward gear, if the driver depresses the brake pedal and brings the vehicle to a standstill, the system maintains this position.

[0034] Step S102, obtaining the pressure holding threshold time, and calculating the relationship between the cumulative pressure holding time and the pressure holding threshold time;

[0035] The holding pressure threshold time is the time the system allows the vehicle to remain stationary using only the brake system's holding pressure function after the driver releases the brake pedal. This time threshold is typically set based on vehicle characteristics, slope gradient, and safety standards. The goal is to allow the driver to naturally transition from the brake pedal to the accelerator for a smooth vehicle start without activating additional assist functions within a short period of time.

[0036] The following factors can be considered when setting the pressure holding threshold time:

[0037] Vehicle characteristics: such as vehicle weight, braking system performance, and motor response time.

[0038] Slope: The steeper the slope, the higher the risk of the vehicle sliding down due to gravity, and the corresponding pressure holding threshold time may need to be shorter.

[0039] Safety standards: Comply with industry standards and regulatory requirements to ensure vehicle stability on slopes.

[0040] Step S103 , controlling to continue the pressure maintaining mode or exit the pressure maintaining mode at least according to the magnitude relationship and whether the accelerator pedal is pressed.

[0041] This intelligent system can detect the driver's intention and prevent the vehicle from losing braking force immediately upon releasing the brake pedal, especially on steep slopes. This effectively prevents the vehicle from rolling backwards and improves driving safety. Specific application scenarios include urban roads, mountain highways, and other sloping roads, making it particularly suitable for novice drivers or those driving in adverse weather conditions.

[0042] The vehicle hill braking control method of this application controls the vehicle to a stationary state in response to a brake pedal press when the vehicle is in forward gear and on an uphill slope. If the brake pedal is released, the method then measures the cumulative pressure-holding time from the moment the brake pedal is released. A pressure-holding threshold time is obtained, and the relationship between the cumulative pressure-holding time and the pressure-holding threshold time is calculated. Based on at least this relationship and whether the accelerator pedal is pressed, the method controls whether to continue or exit the pressure-holding mode. This method prevents rolling down a slope and allows short periods of hill holding without motor intervention, improving vehicle economy and enhancing safety and comfort when starting on a slope.

[0043] In some specific embodiments, controlling to continue the pressure holding mode or exit the pressure holding mode based on at least the magnitude relationship and whether the accelerator pedal is pressed includes:

[0044] When the accumulated pressure holding time is less than the difference between the pressure holding threshold time and the preset time, determining whether an accelerator pedal depression operation is detected;

[0045] When the operation of stepping on the accelerator pedal is detected, calculate the magnitude relationship between the accelerator demand torque and the pneumatic braking torque;

[0046] When the accelerator demand torque is less than or equal to the pneumatic braking torque, control to continue pressure holding;

[0047] When the accelerator demand torque is greater than the pneumatic braking torque, control to exit the pressure holding mode and release the remaining air pressure.

[0048] This solution can ensure a smooth transition when the vehicle starts on a slope. Without the intervention of the motor, it can avoid the vehicle rolling backward after releasing the brake pedal, improving driving comfort. It is applicable to the starting operations on slopes of various gradients, especially in situations where fine control of the vehicle starting speed is required, such as on uphill sections with traffic congestion.

[0049] Specifically refer to Figure 2 , where t1 represents the cumulative pressure holding time, t represents the pressure holding threshold time, △t represents the difference of the preset time, T' represents the accelerator demand torque, and T represents the pneumatic braking torque. If 0 < t1 < t - △t, within this time period, only the braking torque generated by air pressure exists at the wheel ends. When the operation of stepping on the accelerator pedal is detected, if T' ≤ T, continue pressure holding; if T' > T, control to exit the pressure holding mode and release the remaining air pressure. That is, if within 0 < t1 < t - Δt, the driver steps on the accelerator pedal, when the pedal demand torque is less than or equal to the pneumatic braking torque, the slope holding pressure function of the braking system will not fail; when the pedal demand torque is greater than the pneumatic braking torque, the slope holding function of the braking system will quickly fail and the vehicle can start normally.

[0050] In some specific embodiments, at least according to the magnitude relationship and whether the operation of stepping on the accelerator pedal is detected, control to continue pressure holding or exit the pressure holding mode, including:

[0051] When the cumulative pressure holding time is less than the difference between the pressure holding threshold time and the preset time, the operation of stepping on the accelerator pedal is not detected, and the handbrake state is activated, control to exit the pressure holding mode and release the remaining air pressure.

[0052] This strategy can prevent the vehicle from maintaining the braking force due to the pressure holding mode when the driver accidentally releases the brake pedal, affecting subsequent handbrake operations, and ensuring the safe parking of the vehicle on a slope. It is applicable to situations where the driver needs to park for a long time or is preparing to use the handbrake for auxiliary braking, such as waiting for a traffic light or temporarily parking on a slope.

[0053] Specifically refer to Figure 2 , if 0 < t1 < t - △t, within this time period, only the braking torque generated by air pressure exists at the wheel ends. If the handbrake state is activated, control to exit the pressure holding mode and release the remaining air pressure.

[0054] Control whether to continue pressure holding or exit the pressure holding mode at least based on the magnitude relationship and whether the operation of stepping on the accelerator pedal is detected. It further includes: when the above cumulative pressure holding time is less than the difference between the pressure holding threshold time and the preset time and no operation of the driver is detected, control to continue pressure holding.

[0055] For specific reference Figure 2 , if 0 < t1 < t - △t, within this time period, there is only the braking torque generated by air pressure at the wheel end. If the driver has no action, control the vehicle to continue pressure holding.

[0056] In some other specific embodiments, control whether to continue pressure holding or exit the pressure holding mode at least based on the magnitude relationship and whether the operation of stepping on the accelerator pedal is detected, including:

[0057] When the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time and less than the pressure holding threshold time, determine whether the operation of stepping on the accelerator pedal is detected;

[0058] When the above operation of stepping on the accelerator pedal is detected, control the conversion of the air pressure braking torque and the motor anti-rollback torque to stop. After that, if the throttle demand torque is less than or equal to the air pressure braking torque, the vehicle remains stationary and the driver needs to continue stepping on the accelerator pedal. If the above throttle demand torque is greater than the above air pressure braking torque, control to exit the above pressure holding mode and release the remaining air pressure, and control the above motor anti-rollback torque to directly increase to the above throttle demand torque.

[0059] This logic avoids on the one hand the occurrence of the situation that the vehicle is unstable on the slope due to the driver accidentally touching the accelerator, and on the other hand enables the smooth switching of the vehicle from a stationary state to a slope start, improving the driving experience. It is especially applicable to long uphill sections in congested conditions.

[0060] For specific reference Figure 3 , t1 represents the cumulative pressure holding time, t represents the pressure holding threshold time, △t represents the difference of the preset time, T' represents the throttle demand torque, and T represents the air pressure braking torque. If t - △t ≤ t1 < t, within this time period, the air pressure braking torque and the motor anti-rollback torque are in conversion. If the driver steps on the accelerator during this time period, the conversion of the air pressure braking torque and the motor anti-rollback torque stops. If T' ≤ T, the vehicle still remains stationary and the driver needs to continue stepping on the accelerator; if T' > T, at this time the air pressure braking torque fails quickly, control to exit the pressure holding mode and release the remaining air pressure, and control the motor anti-rollback torque to directly increase to the throttle demand torque T', and the vehicle starts smoothly.

[0061] In some other specific embodiments, control whether to continue pressure holding or exit the pressure holding mode at least based on the magnitude relationship and whether the operation of stepping on the accelerator pedal is detected, including:

[0062] When the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time and less than the pressure holding threshold time, if the handbrake state is activated, control to exit the pressure holding mode and release the remaining air pressure, and clear the motor anti-rollback torque.

[0063] Such a design avoids redundant operation of the pressure holding mode and the motor anti-rollback torque when the handbrake is already activated, reduces energy waste, and improves the energy efficiency of the vehicle. It is applicable to the situation where the driver is preparing to use the handbrake for long-term parking on a slope, such as taking a rest or checking the vehicle on a slope.

[0064] For details, see Figure 3 , if t - △t ≤ t1 < t, within this time period, the air pressure braking torque and the motor anti-rollback torque are in the process of conversion. If the handbrake activation is detected, control to exit the pressure holding mode and release the remaining air pressure, and clear the motor anti-rollback torque.

[0065] In some other specific embodiments, at least according to the magnitude relationship and whether the operation of stepping on the accelerator pedal is detected, control to continue pressure holding or exit the pressure holding mode, including: when the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time and less than the pressure holding threshold time, if no action of the driver is detected, control to complete the switching of the air pressure braking torque and the motor anti-rollback torque within the preset time.

[0066] For details, see Figure 3 , if t - △t ≤ t1 < t, within this time period, the air pressure braking torque and the motor anti-rollback torque are in the process of conversion. If no action of the driver is detected, control to complete the switching of the air pressure braking torque and the motor anti-rollback torque within the preset time △t.

[0067] In some other specific embodiments, the above method further includes:

[0068] When the cumulative pressure holding time is greater than or equal to the pressure holding threshold time and less than the sum of the pressure holding threshold time and the anti-rollback threshold time, if the operation of stepping on the accelerator pedal is detected, judge the magnitude relationship between the throttle demand torque and the air pressure braking torque;

[0069] When the throttle demand torque is less than or equal to the air pressure braking torque, set the motor anti-rollback torque to be constantly equal to the air pressure braking torque;

[0070] When the throttle demand torque is greater than the air pressure braking torque, control the motor anti-rollback torque to increase to the throttle demand torque.

[0071] This control strategy can ensure that after the end of the pressure holding mode, the vehicle can smoothly start relying on the anti-rollback torque of the motor, avoiding the risk of the vehicle rolling back due to insufficient power. It is applicable to scenarios where a certain speed needs to be maintained after starting on a slope, such as in the traffic flow during uphill driving.

[0072] See specifically Figure 4 , where t1 represents the cumulative pressure holding time, t represents the pressure holding threshold time, t' represents the anti-rollback threshold time, T' represents the throttle demand torque, and T represents the pneumatic braking torque. If t ≤ t1 < t + t', within this time period, only the anti-rollback torque of the motor exists. If T' ≤ T, the anti-rollback torque of the motor is set to be constantly equal to the pneumatic braking torque T. If T' > T, the anti-rollback torque of the motor is controlled to increase to the throttle demand torque T'.

[0073] In some specific embodiments, the above method further includes:

[0074] When the cumulative pressure holding time is greater than or equal to the pressure holding threshold time and less than the sum of the pressure holding threshold time and the anti-rollback threshold time, if the operation of stepping on the throttle pedal is not detected and the handbrake state is activated, the anti-rollback torque of the motor is cleared.

[0075] This design ensures that when the driver does not intend to start, no additional energy is consumed due to the continuous operation of the anti-rollback torque of the motor, and at the same time, it avoids conflicts with the handbrake operation, improving the operation efficiency and safety of the vehicle on the slope. It is applicable to situations where the driver needs to temporarily stop on a slope, such as at a gas station or parking lot on an uphill section.

[0076] See specifically Figure 4 , if t ≤ t1 < t + t', within this time period, only the anti-rollback torque of the motor exists. If the handbrake is activated, the anti-rollback torque of the motor is cleared.

[0077] The solution of the present application realizes precise control of the vehicle's pressure-maintaining mode by intelligently judging the vehicle's status on the slope and the driver's operating intention. This solution can effectively prevent the vehicle from rolling down the slope when starting on a slope, improving driving safety and comfort. At the same time, it optimizes the conversion strategy between air brakes and motor anti-roll torque, reduces unnecessary energy consumption, and improves the overall performance of the vehicle. In actual application, this control strategy significantly improves the vehicle's handling stability in complex slope environments, providing the driver with a more convenient and safe driving experience. In addition, the method can also be flexibly adjusted according to different vehicle types and driving environments. For example, for heavy trucks, a longer pressure-maintaining threshold time can be set to ensure a more stable start; for electric vehicles, the control algorithm of the motor anti-roll torque can be optimized to improve energy utilization efficiency. This intelligent slope braking control is not only suitable for personal passenger cars, but is also widely applicable to public transportation, logistics transportation vehicles, etc., providing a strong guarantee for the safe driving of various types of vehicles on slopes.

[0078] In the embodiment of the present application, the method further includes:

[0079] When the anti-slope mode is set, the slope of the motor's anti-slope torque increase is expressed as k=T / (r×Δt), where k represents the slope of the motor's anti-slope torque increase, T represents the torque generated by the brake air pressure at the wheel end, r represents the transmission ratio, and Δt is the preset time mentioned in the article. During this time period, the anti-slope torque generated by the motor at the wheel end increases from 0 to the torque T generated by the brake air pressure at the wheel end.

[0080] In an embodiment of the present application, the method also includes: in the anti-slope mode, obtaining the difference between the motor speed at the previous moment and the motor speed at the current moment; determining the correction factor of the motor torque at the current moment based on the difference between the motor speed at the previous moment and the motor speed at the current moment, and using the correction factor to correct the motor anti-slope torque to obtain the corrected motor anti-slope torque.

[0081] In an embodiment of the present application, the method further includes: determining the pneumatic brake torque according to the relationship T=m×g×sinθ, where T represents the pneumatic brake torque, m represents the vehicle weight, θ represents the slope angle, and g represents the acceleration of gravity.

[0082] The embodiments of the present application also provide a vehicle ramp braking control device. It should be noted that the vehicle ramp braking control device of the embodiments of the present application can be used to execute the vehicle ramp braking control method provided by the embodiments of the present application. The device is used to implement the above-mentioned embodiments and preferred embodiments, and the details that have been described will not be repeated here. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0083] The following is an introduction to the vehicle slope braking control device provided in an embodiment of the present application.

[0084] Figure 5 Schematic diagram of a vehicle hill braking control device according to an embodiment of the present application. Figure 5 As shown, the device includes:

[0085] a timing unit 51 for controlling the vehicle to enter a stationary state in response to a brake pedal depression when the vehicle is in a forward gear and traveling uphill, and then detecting a brake pedal release to calculate a cumulative pressure holding time starting from the initial moment the brake pedal is released;

[0086] An acquisition calculation unit 52 is used to obtain the pressure holding threshold time and calculate the relationship between the cumulative pressure holding time and the pressure holding threshold time;

[0087] The first control unit 53 is configured to control the continuation of the pressure maintaining mode or the exit from the pressure maintaining mode at least according to the magnitude relationship and whether the accelerator pedal is depressed.

[0088] The vehicle hill braking control device of this application comprises a timing unit for controlling the vehicle to a stationary state in response to the application of the brake pedal when the vehicle is in forward gear and on an uphill slope. If the brake pedal is released, the timing unit starts counting the cumulative pressure-holding time from the moment the brake pedal is released. A calculation unit is used to obtain the pressure-holding threshold time and calculate the relationship between the cumulative pressure-holding time and the pressure-holding threshold time. A first control unit is used to control the continuation of pressure-holding mode or the exit of pressure-holding mode based on at least this relationship and whether the accelerator pedal is pressed. This prevents rolling down a slope and allows short-term holding on a slope without motor intervention, improving the vehicle's overall economy and enhancing safety and comfort when starting on a slope.

[0089] As an optional solution, the first control unit includes a first judgment module, a calculation module, a first control module and a second control module, wherein the first judgment module is used to determine whether the accelerator pedal operation is detected when the cumulative pressure holding time is less than the difference between the pressure holding threshold time and the preset time; the calculation module is used to calculate the relationship between the throttle demand torque and the pneumatic brake torque when the accelerator pedal operation is detected; the first control module is used to control the continuation of pressure holding when the throttle demand torque is less than or equal to the pneumatic brake torque; the second control module is used to control the exit of the pressure holding mode and the release of the remaining air pressure when the throttle demand torque is greater than the pneumatic brake torque.

[0090] This solution ensures a smooth transition when starting on a slope. Without motor intervention, it prevents the vehicle from rolling back after releasing the brake pedal, improving driving comfort. It is suitable for starting on various slopes, especially when precise control of the vehicle's starting speed is required, such as on congested uphill roads.

[0091] As an optional solution, the first control unit includes a third control module and a fourth control module. The third control module is used to control the exit from the pressure holding mode and release the remaining air pressure when the cumulative pressure holding time is less than the difference between the pressure holding threshold time and the preset time, no accelerator pedal operation is detected, and the handbrake state is activated; the fourth control module is used to control the continuation of pressure holding when the above-mentioned cumulative pressure holding time is less than the difference between the above-mentioned pressure holding threshold time and the preset time, and no operation of the driver is detected.

[0092] This strategy prevents the vehicle from maintaining braking force due to pressure-holding mode when the driver accidentally releases the brake pedal, affecting subsequent parking brake operation and ensuring the vehicle remains safely parked on a slope. It is suitable for situations where the driver needs to park for an extended period or intends to use the parking brake for auxiliary braking, such as when waiting at a traffic light or making a temporary stop on a slope.

[0093] As an optional solution, the first control unit includes a second judgment module and a first processing module. The second judgment module is used to determine whether the accelerator pedal operation is detected when the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time, and less than the pressure holding threshold time; the first processing module is used to control the pneumatic braking torque and the motor anti-slope torque to stop converting when the above-mentioned accelerator pedal operation is detected. After that, if the accelerator demand torque is less than or equal to the pneumatic braking torque, the vehicle remains stationary and the driver needs to continue to step on the accelerator pedal. If the above-mentioned accelerator demand torque is greater than the above-mentioned pneumatic braking torque, the control exits the above-mentioned pressure holding mode and releases the remaining air pressure, and controls the above-mentioned motor anti-slope torque to directly increase to the above-mentioned throttle demand torque.

[0094] This logic prevents the vehicle from becoming unstable on a slope due to the driver accidentally touching the accelerator, while also enabling a smooth transition from a stationary vehicle to a hill start, enhancing the driving experience. It is particularly suitable for long uphill sections in congested conditions.

[0095] As an optional solution, the first control unit includes a second processing module and a third processing module. The second processing module is configured to, if the parking brake is activated and the accumulated pressure holding time is greater than or equal to the difference between the pressure holding threshold time and a preset time, but less than the pressure holding threshold time, control the vehicle to exit the pressure holding mode and release the remaining air pressure, and reset the motor anti-slope torque to zero. The third processing module is configured to, if the accumulated pressure holding time is greater than or equal to the difference between the pressure holding threshold time and a preset time, but less than the pressure holding threshold time, control the vehicle to switch between the air brake torque and the motor anti-slope torque within the preset time, and if no driver action is detected, control the vehicle to switch between the air brake torque and the motor anti-slope torque within the preset time.

[0096] This design avoids redundant operation of the pressure-holding mode and the motor's anti-slope torque when the parking brake is activated, reducing energy waste and improving vehicle efficiency. It is suitable for situations where the driver is preparing to use the parking brake for a long period of parking on a slope, such as taking a break or inspecting the vehicle on a slope.

[0097] As an optional solution, the vehicle slope braking control device also includes a judgment unit, a setting unit and a second control unit. The judgment unit is used to judge the relationship between the throttle demand torque and the pneumatic braking torque if the accelerator pedal is detected to be depressed when the cumulative pressure holding time is greater than or equal to the pressure holding threshold time and less than the sum of the pressure holding threshold time and the anti-slope braking threshold time; the setting unit is used to set the motor anti-slope braking torque to be constant at the pneumatic braking torque when the throttle demand torque is less than or equal to the pneumatic braking torque; the second control unit is used to control the motor anti-slope braking torque to increase to the throttle demand torque when the throttle demand torque is greater than the pneumatic braking torque.

[0098] This control strategy ensures that after the pressure-holding mode ends, the vehicle can smoothly launch itself using the motor's anti-slope torque, avoiding the risk of the vehicle rolling downhill due to insufficient power. It is suitable for scenarios where maintaining a certain speed after launching on a slope is necessary, such as in uphill traffic.

[0099] As an optional solution, the vehicle hill braking control device also includes a processing unit, which is used to clear the motor's anti-slope torque to zero if the accelerator pedal is not detected and the handbrake state is activated, when the cumulative pressure holding time is greater than or equal to the pressure holding threshold time and less than the sum of the pressure holding threshold time and the anti-slope threshold time.

[0100] This design ensures that the motor's anti-slope torque does not consume additional energy when the driver does not intend to start, while also avoiding conflicts with parking brake operation, improving vehicle operating efficiency and safety on slopes. It is suitable for drivers who need to temporarily stop on a slope, such as at a gas station or parking lot on an uphill road.

[0101] The vehicle hill braking control device includes a processor and memory. The timing unit, acquisition calculation unit, and first control unit are all stored as program units in the memory. The processor executes these program units stored in the memory to implement the corresponding functions. All of these modules are located in the same processor; alternatively, the modules can be located in different processors in any combination.

[0102] The processor includes a core, which retrieves the corresponding program unit from the memory. One or more cores can be configured, and kernel parameters can be adjusted to address the related art issue of vehicle hill braking control causing motor overheating and damage.

[0103] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0104] An embodiment of the present invention provides an electronic device comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs include a method for executing any one of the vehicle hill braking control methods.

[0105] An embodiment of the present invention provides a computer-readable storage medium, which includes a stored program. When the program is executed, the device where the computer-readable storage medium is located is controlled to execute a vehicle hill braking control method.

[0106] Specifically, the vehicle hill braking control method includes:

[0107] Step S101: If the vehicle is in a forward gear and is traveling uphill, after the vehicle is brought to a standstill in response to a brake pedal depression, if a brake pedal release is detected, a cumulative pressure holding time is calculated starting from the moment the brake pedal is released.

[0108] Step S102, obtaining the pressure holding threshold time, and calculating the relationship between the cumulative pressure holding time and the pressure holding threshold time;

[0109] Step S103 , controlling to continue the pressure maintaining mode or exit the pressure maintaining mode at least according to the magnitude relationship and whether the accelerator pedal is pressed.

[0110] An embodiment of the present invention provides a processor, which is used to run a program, wherein the program executes a vehicle hill braking control method when running.

[0111] Specifically, the vehicle hill braking control method includes:

[0112] Step S101: If the vehicle is in a forward gear and is traveling uphill, after the vehicle is brought to a standstill in response to a brake pedal depression, if a brake pedal release is detected, a cumulative pressure holding time is calculated starting from the moment the brake pedal is released.

[0113] Step S102, obtaining the pressure holding threshold time, and calculating the relationship between the cumulative pressure holding time and the pressure holding threshold time;

[0114] Step S103 , controlling to continue the pressure maintaining mode or exit the pressure maintaining mode at least according to the magnitude relationship and whether the accelerator pedal is pressed.

[0115] An embodiment of the present invention provides a device, comprising a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, at least the following steps are performed:

[0116] Step S101: If the vehicle is in a forward gear and is traveling uphill, after the vehicle is brought to a standstill in response to a brake pedal depression, if a brake pedal release is detected, a cumulative pressure holding time is calculated starting from the moment the brake pedal is released.

[0117] Step S102, obtaining the pressure holding threshold time, and calculating the relationship between the cumulative pressure holding time and the pressure holding threshold time;

[0118] Step S103 , controlling to continue the pressure maintaining mode or exit the pressure maintaining mode at least according to the magnitude relationship and whether the accelerator pedal is pressed.

[0119] The devices in this article can be servers, PCs, PADs, mobile phones, etc.

[0120] The present application also provides a computer program product, which, when executed on a data processing device, is adapted to execute a program for initializing at least the following method steps:

[0121] Step S101: If the vehicle is in a forward gear and is traveling uphill, after the vehicle is brought to a standstill in response to a brake pedal depression, if a brake pedal release is detected, a cumulative pressure holding time is calculated starting from the moment the brake pedal is released.

[0122] Step S102, obtaining the pressure holding threshold time, and calculating the relationship between the cumulative pressure holding time and the pressure holding threshold time;

[0123] Step S103 , controlling to continue the pressure maintaining mode or exit the pressure maintaining mode at least according to the magnitude relationship and whether the accelerator pedal is pressed.

[0124] Obviously, those skilled in the art will appreciate that the various modules or steps of the present invention described above can be implemented using a general-purpose computing device, can be centralized on a single computing device, or can be distributed across a network of multiple computing devices. They can be implemented using program code executable by the computing device, and thus, can be stored in a storage device and executed by the computing device. In some cases, the steps shown or described herein can be performed in a different order than that shown, or can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0125] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0126] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0127] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0128] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0129] In a typical configuration, a computing device includes one or more processors (CPUs), input / output interfaces, network interfaces, and memory.

[0130] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0131] Computer-readable media includes permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include transitory computer-readable media (transitory media), such as modulated data signals and carrier waves.

[0132] It should also be noted that the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, commodity, or apparatus that includes a series of elements includes not only those elements but also other elements not explicitly listed, or includes elements inherent to such process, method, commodity, or apparatus. In the absence of further limitations, an element defined by the phrase "comprises a ..." does not exclude the presence of other identical elements in the process, method, commodity, or apparatus that includes the element.

[0133] The above description is merely a preferred embodiment of the present application and is not intended to limit the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A vehicle slope braking control method, characterized in that: include: If the vehicle is in the forward gear and is in an uphill state, after the vehicle is controlled to enter a stationary state in response to the operation of stepping on the brake pedal, if the operation of releasing the brake pedal is detected, the accumulated pressure holding time is obtained by timing from the initial moment of releasing the brake pedal; Obtaining a pressure holding threshold time, and calculating a magnitude relationship between the cumulative pressure holding time and the pressure holding threshold time; At least according to the magnitude relationship and whether the accelerator pedal is pressed, the control is to continue the pressure maintenance mode or to exit the pressure maintenance mode.

2. The method according to claim 1, characterized in that At least according to the magnitude relationship and whether the accelerator pedal is pressed, controlling to continue the pressure holding mode or exit the pressure holding mode includes: In the case where the accumulated pressure-maintaining time is less than the difference between the pressure-maintaining threshold time and the preset time, determining whether the accelerator pedal pressing operation is detected; When the accelerator pedal is pressed down, the magnitude relationship between the accelerator demand torque and the air brake torque is calculated; When the throttle demand torque is less than or equal to the pneumatic brake torque, controlling to continue to maintain the pressure; When the throttle demand torque is greater than the air brake torque, the control exits the pressure holding mode and releases the remaining air pressure.

3. The method according to claim 1, characterized in that At least according to the magnitude relationship and whether the accelerator pedal is pressed, controlling to continue the pressure holding mode or exit the pressure holding mode includes: When the accumulated pressure-maintaining time is less than the difference between the pressure-maintaining threshold time and the preset time, the accelerator pedal stepping operation is not detected, and the handbrake state is activated, controlling to exit the pressure-maintaining mode and release the remaining air pressure; When the accumulated pressure-maintaining time is less than the difference between the pressure-maintaining threshold time and the preset time, and no operation of the driver is detected, the control continues to maintain the pressure.

4. The method according to claim 1, characterized in that At least according to the magnitude relationship and whether the accelerator pedal is pressed, controlling to continue the pressure holding mode or exit the pressure holding mode includes: When the accumulated pressure-maintaining time is greater than or equal to the difference between the pressure-maintaining threshold time and the preset time, and less than the pressure-maintaining threshold time, determining whether the accelerator pedal pressing operation is detected; When the accelerator pedal is pressed, the pneumatic braking torque and the motor anti-hill roll torque are controlled to stop converting. Afterwards, if the accelerator demand torque is less than or equal to the pneumatic braking torque, the vehicle remains stationary and the driver needs to continue to press the accelerator pedal. If the accelerator demand torque is greater than the pneumatic braking torque, the control exits the pressure holding mode and releases the remaining air pressure, and the motor anti-hill roll torque is controlled to directly increase to the accelerator demand torque.

5. The method according to claim 1, characterized in that At least according to the magnitude relationship and whether the accelerator pedal is pressed, controlling to continue the pressure holding mode or exit the pressure holding mode includes: When the accumulated pressure-maintaining time is greater than or equal to the difference between the pressure-maintaining threshold time and the preset time, and less than the pressure-maintaining threshold time, if the handbrake state is activated, the control exits the pressure-maintaining mode and releases the remaining air pressure, and the motor anti-slope torque is reset to zero; When the accumulated pressure-maintaining time is greater than or equal to the difference between the pressure-maintaining threshold time and the preset time, and less than the pressure-maintaining threshold time, if no action by the driver is detected, the control completes the switching of the pneumatic braking torque and the motor anti-slope torque within the preset time.

6. The method according to claim 1, characterized in that The method further comprises: When the accumulated pressure-maintaining time is greater than or equal to the pressure-maintaining threshold time and less than the sum of the pressure-maintaining threshold time and the anti-slope-slipping threshold time, if the accelerator pedal is pressed down, the magnitude relationship between the accelerator demand torque and the pneumatic brake torque is determined; When the throttle demand torque is less than or equal to the pneumatic brake torque, the motor anti-slope torque is set to be constant as the pneumatic brake torque; When the throttle demand torque is greater than the pneumatic brake torque, the motor anti-slope torque is controlled to increase to the throttle demand torque.

7. The method according to claim 1, characterized in that The method further comprises: When the accumulated pressure holding time is greater than or equal to the pressure holding threshold time and less than the sum of the pressure holding threshold time and the anti-slope rolling threshold time, if the accelerator pedal pressing operation is not detected and the handbrake state is activated, the motor anti-slope rolling torque is cleared.

8. A vehicle slope braking control device, characterized in that: include: A timing unit, for controlling the vehicle to enter a stationary state in response to the operation of stepping on the brake pedal if the gear position of the vehicle is in the forward gear and in an uphill state, and if the operation of releasing the brake pedal is detected, starting from the initial moment of releasing the brake pedal to obtain a cumulative pressure holding time; An acquisition calculation unit is used to acquire a pressure holding threshold time and calculate a magnitude relationship between the cumulative pressure holding time and the pressure holding threshold time; The first control unit is used to control to continue the pressure holding mode or exit the pressure holding mode at least according to the size relationship and whether the accelerator pedal is pressed down.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the vehicle hill braking control method according to any one of claims 1 to 7.

10. An electronic device, characterized in that: include: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs include a method for executing the vehicle hill braking control method described in any one of claims 1 to 7.

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