Vehicle hill hold control method, device and computer readable storage medium

Abstract

The application relates to a vehicle hill brake control method, device and computer readable storage medium, aiming at solving the problem of hill rolling of a vehicle when starting on an uphill. The method comprises the following steps: after the vehicle is static on the uphill in the forward gear, the accumulated pressure maintaining time is obtained by timing from the release of the brake pedal; the size relationship between the pressure maintaining threshold time and the accumulated pressure maintaining time is obtained and calculated; and the pressure maintaining mode is controlled to continue or exit according to at least the size relationship and whether the accelerator pedal operation is detected, so as to avoid hill rolling, the motor does not need to be intervened for a short time, the economy of the whole vehicle is improved, and the safety and comfort of the vehicle when starting on the hill are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle hill-start braking control method, device, computer-readable storage medium, and electronic device. Background Technology

[0002] Hill-start traction control (HBDC) is a key technology in vehicle control (including electric and hybrid vehicles). Optimal HBDC helps maintain vehicle stability when going uphill and downhill, reducing the risk of loss of control or accidents due to improper braking. For electric vehicles, energy can be recovered during braking, and HBDC can manage this process more effectively, improving energy recovery efficiency and thus optimizing battery usage and extending driving range. Optimal HBDC can also reduce vehicle slippage and bumps on inclines, providing a smoother driving experience.

[0003] Currently, some vehicles are equipped with hill start assist, which, when activated, uses the electric motor to slowly start the vehicle, preventing it from rolling backward and improving comfort. However, hill start assist in these technologies relies on the torque control of the electric motor. Prolonged stalling of the motor can easily cause it to overheat and be damaged, and also wastes the vehicle's battery power. Summary of the Invention

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

[0005] One aspect of this application provides a vehicle hill-start braking control method, comprising: if the vehicle is in drive and is in an uphill state, after controlling the vehicle to enter a stationary state in response to the operation of pressing the brake pedal, if the operation of releasing the brake pedal is detected, timing is started 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 the vehicle to continue holding pressure or exit the pressure holding mode based at least on the relationship and whether the operation of pressing the accelerator pedal is detected.

[0006] Optionally, the system may control whether to continue holding pressure or exit the pressure holding mode based at least on the magnitude relationship and whether an accelerator pedal press operation is detected. This includes: determining whether an accelerator pedal press operation is detected if the cumulative pressure holding time is less than the difference between the pressure holding threshold time and the preset time; calculating the magnitude relationship between the accelerator pedal demand torque and the air pressure braking torque if an accelerator pedal press operation is detected; controlling the system to continue holding pressure if the accelerator pedal demand torque is less than or equal to the air pressure braking torque; and controlling the system to exit the pressure holding mode and release the remaining air pressure if the accelerator pedal demand torque is greater than the air pressure braking torque.

[0007] Optionally, the control may be adjusted to continue holding pressure or exit the pressure holding mode based at least on the magnitude relationship and whether the accelerator pedal is pressed. This includes: if the cumulative pressure holding time is less than the difference between the pressure holding threshold time and the preset time, no accelerator pedal is pressed, and the handbrake is activated, the control may be adjusted to exit the pressure holding mode and release the remaining air pressure; if the cumulative pressure holding time is less than the difference between the pressure holding threshold time and the preset time, and no driver operation is detected, the control may be adjusted to continue holding pressure.

[0008] Optionally, the control may be adjusted to continue holding pressure or exit the pressure holding mode based at least on the magnitude relationship and whether the accelerator pedal is pressed. This includes: determining whether the accelerator pedal is pressed if the cumulative 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; if the accelerator pedal is pressed, controlling the conversion between the air pressure braking torque and the motor anti-rollover torque to stop; 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 pressing the accelerator pedal; if the throttle demand torque is greater than the air pressure braking torque, controlling the exit of the pressure holding mode and releasing the remaining air pressure, and controlling the motor anti-rollover torque to directly increase to the throttle demand torque.

[0009] Optionally, based at least on the magnitude relationship and whether the accelerator pedal is pressed, the control can be adjusted to continue or exit the pressure holding mode, including: if the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time, but less than the pressure holding threshold time, and the handbrake is activated, the control can exit the pressure holding mode and release the remaining air pressure, and the motor anti-rollover torque can be reset to zero; if the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time, but less than the pressure holding threshold time, and no driver action is detected, the control can be adjusted to switch between air pressure braking torque and motor anti-rollover torque within the preset time.

[0010] Optionally, the method further includes: if 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-rollover threshold time, and an accelerator pedal operation is detected, determining the relationship between the accelerator demand torque and the air pressure braking torque; if the accelerator demand torque is less than or equal to the air pressure braking torque, setting the motor anti-rollover torque to a constant air pressure braking torque; and if the accelerator demand torque is greater than the air pressure braking torque, controlling the motor anti-rollover torque to increase to the accelerator demand torque.

[0011] Optionally, the method further includes: if 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-slip threshold time, and if no accelerator pedal operation is detected and the handbrake is activated, the motor anti-slip torque is reset to zero.

[0012] Another aspect of this application provides a vehicle hill-start braking control device, comprising: a timing unit, configured to, if the vehicle is in drive and in an uphill state, respond to the operation of pressing the brake pedal and control the vehicle to a stationary state, and if the operation of releasing the brake pedal is detected, start timing from the initial moment of releasing the brake pedal to obtain a cumulative pressure holding time; an acquisition and calculation unit, configured to acquire a pressure holding threshold time and calculate the relationship between the cumulative pressure holding time and the pressure holding threshold time; and a first control unit, configured to, at least based on the relationship and whether the operation of pressing the accelerator pedal is detected, control whether to continue holding pressure or exit the pressure holding mode.

[0013] Another aspect of this application provides a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the above-described vehicle ramp braking control method.

[0014] Another aspect of this 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 methods for performing the above-described vehicle ramp braking control method.

[0015] By applying the technical solution of this application, if the vehicle is in drive and is in an uphill state, in response to the operation of pressing the brake pedal, the vehicle is brought to a standstill. If the operation of releasing the brake pedal is detected, the cumulative pressure holding time is calculated from the initial moment of releasing the brake pedal; a pressure holding threshold time is obtained, and the relationship between the cumulative pressure holding time and the pressure holding threshold time is calculated; and based at least on the relationship and whether the operation of pressing the accelerator pedal is detected, the pressure holding mode is controlled to continue or exit. This avoids rolling back on the slope, allows short-term parking on the slope without the need for motor intervention, improves the overall vehicle economy, and enhances the safety and comfort of the vehicle when starting on an incline. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 A schematic flowchart of a vehicle ramp braking control method according to an embodiment of this application is shown;

[0018] Figure 2 A schematic flowchart of a first specific vehicle ramp braking control method provided according to an embodiment of this application is shown;

[0019] Figure 3 A schematic flowchart of a second specific vehicle ramp braking control method provided according to an embodiment of this application is shown;

[0020] Figure 4 A flowchart illustrating a third specific vehicle ramp braking control method according to an embodiment of this application is shown.

[0021] Figure 5 A structural block diagram of a vehicle ramp braking control device provided according to an embodiment of this application is shown. Detailed Implementation

[0022] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0023] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0024] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0025] As described in the background section, vehicle ramp braking control in related technologies is prone to causing motor overheating and damage. To solve the problem of vehicle ramp braking control causing motor overheating and damage, embodiments of this application provide a vehicle ramp braking control method, device, computer-readable storage medium, and electronic device.

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

[0027] This embodiment provides a vehicle ramp braking control method that runs on a mobile terminal, computer terminal, or similar computing device. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Also, although the logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0028] Figure 1 This is a schematic flowchart of a vehicle hill-start braking control method according to an embodiment of this application. Figure 1 As shown, the method includes the following steps:

[0029] Step S101: If the vehicle is in forward gear and is in an uphill state, after the vehicle is brought to a standstill in response to the operation of pressing the brake pedal, if the operation of releasing the brake pedal is detected, the cumulative pressure holding time is obtained from the initial moment of releasing the brake pedal.

[0030] The vehicle controller continuously monitors the vehicle's gear position via a gear detection module. When the vehicle is in a drive gear (D), the system proceeds to the next detection step.

[0031] The identification of slope status can be achieved through various 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 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 increases continuously 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 going uphill and in a drive gear, if the driver depresses the brake pedal and brings the vehicle to a stop, the system will maintain this state.

[0034] Step S102: Obtain the holding pressure threshold time and calculate the relationship between the cumulative holding pressure time and the holding pressure threshold time;

[0035] The pressure holding threshold time refers to the time limit during which the system allows the vehicle to remain stationary solely through the pressure holding function of the braking system after the driver releases the brake pedal. This time threshold is typically set based on the vehicle's characteristics, the gradient of the slope, and safety standards. The aim is to allow the driver to smoothly switch from the brake pedal to the accelerator pedal without needing to activate additional auxiliary functions for a short period of time, thus enabling a smooth start to the vehicle.

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

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

[0038] Slope gradient: 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: Adhere to industry standards and regulations to ensure vehicle stability on slopes.

[0040] Step S103: Based at least on the size relationship and whether the accelerator pedal is pressed, control whether to continue holding pressure or exit the pressure holding mode.

[0041] In this way, the vehicle can intelligently recognize the driver's intentions and avoid immediately losing braking force after releasing the brake pedal, especially on steep slopes, effectively preventing the vehicle from rolling backward and improving driving safety. Specific application scenarios include urban roads, mountain highways, and other sloping surfaces, and it is especially suitable for novice drivers or those driving in adverse weather conditions.

[0042] The vehicle hill-start braking control method of this application, if the vehicle is in drive and uphill, responds to the operation of pressing the brake pedal to bring the vehicle to a standstill. If the release of the brake pedal is detected, a cumulative pressure holding time is calculated from the initial moment of brake pedal release; a pressure holding threshold time is obtained, and the relationship between the cumulative pressure holding time and the pressure holding threshold time is calculated; and based at least on the relationship and whether the accelerator pedal is pressed, the method controls whether to continue holding pressure or exit the pressure holding mode. This avoids rolling back on the slope, allows short-term hill-start assist without motor intervention, improves the vehicle's fuel economy, and enhances the safety and comfort of the vehicle when starting on a slope.

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

[0044] If the cumulative holding time is less than the difference between the holding time threshold and the preset time, determine whether the accelerator pedal is pressed.

[0045] When it is detected that the accelerator pedal is depressed, 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 back after releasing the brake pedal, improving driving comfort. It is applicable to starting operations on slopes of various gradients, especially in situations where precise 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, Δt represents the difference in the preset time, T' represents the accelerator demand torque, and T represents the pneumatic braking torque. If 0 < t1 < t - Δt, within this time period, there is only the braking torque generated by air pressure at the wheel end. When it is detected that the accelerator pedal is depressed, 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 depresses 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 based on the magnitude relationship and whether it is detected that the accelerator pedal is depressed, 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, no accelerator pedal depression is 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 inadvertently releases the brake pedal, affecting subsequent handbrake operations, and ensuring the safe stop of the vehicle on the 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 - Δt, within this time period, there is only the braking torque generated by air pressure at the wheel end. 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 based at least 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 details, refer to 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 does not have any 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 based at least 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, on the one hand, avoids the situation where the vehicle is unstable on the slope due to the driver accidentally touching the accelerator; on the other hand, it can achieve a smooth transition of the vehicle from stationary to starting on the slope, improving the driving experience. It is especially suitable for long uphill sections in congested conditions.

[0060] For details, refer to 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, 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 based at least 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, 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, refer to 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, 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 the pressure holding or exit the pressure holding mode, including: when the above cumulative pressure holding time is greater than or equal to the difference between the above pressure holding threshold time and the preset time and less than the above 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 above preset time.

[0066] For details, refer to 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 above 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 accelerator demand torque and the air pressure braking torque;

[0069] When the accelerator 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 accelerator demand torque is greater than the air pressure braking torque, control the motor anti-rollback torque to increase to the accelerator demand torque.

[0071] This control strategy can ensure that after the pressure-holding mode ends, 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 air pressure 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 air pressure 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 the situation where the driver needs to temporarily park on the slope, such as at a gas station or a 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 proposed solution achieves precise control of the vehicle's pressure-holding mode by intelligently judging the vehicle's status on the slope and the driver's operational intentions. This solution effectively prevents the vehicle from rolling backward when starting on an incline, improving driving safety and comfort. It also optimizes the conversion strategy between air pressure braking and the motor's anti-rollback torque, reducing unnecessary energy consumption and improving the overall vehicle performance. In practical applications, this control strategy significantly improves the vehicle's handling stability in complex incline environments, providing drivers with a more convenient and safer driving experience. Furthermore, this method can be flexibly adjusted according to different vehicle types and driving environments. For example, for heavy trucks, a longer pressure-holding threshold time can be set to ensure a more stable start; for electric vehicles, the control algorithm for the motor's anti-rollback torque can be optimized to improve energy efficiency. This intelligent slope braking control is not only suitable for personal passenger vehicles but also widely applicable to public transportation vehicles, logistics vehicles, etc., providing strong protection for the safe driving of various types of vehicles on slopes.

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

[0079] In the anti-runaway mode, the slope of the motor's anti-runaway torque increase is expressed as k = T / (r × Δt), where k represents the slope of the motor's anti-runaway 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 text. During this time period, the anti-runaway 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 this embodiment of the application, the method further includes: in the anti-slip 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; using the correction factor to correct the motor anti-slip torque, and obtaining the corrected motor anti-slip torque.

[0081] In this embodiment of the application, the method further includes: determining the air pressure braking torque according to the relationship T=m×g×sinθ, where T represents the air pressure braking torque, m represents the vehicle weight, θ represents the slope angle, and g represents the gravitational acceleration.

[0082] This application also provides a vehicle hill start braking control device. It should be noted that the vehicle hill start braking control device of this application can be used to execute the vehicle hill start braking control method provided in this application. This device is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0083] The following describes the vehicle ramp braking control device provided in the embodiments of this application.

[0084] Figure 5 This is a schematic diagram of a vehicle hill-start braking control device according to an embodiment of this application. Figure 5 As shown, the device includes:

[0085] The timing unit 51 is used to obtain the cumulative pressure holding time from the initial moment of releasing the brake pedal if the vehicle is in forward gear and is in an uphill state, after the vehicle is brought to a standstill in response to the operation of pressing the brake pedal.

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

[0087] The first control unit 53 is used to control whether to continue holding pressure or exit the holding pressure mode, based at least on the size relationship and whether the accelerator pedal is pressed.

[0088] The vehicle hill-start braking control device of this application includes a timing unit that, if the vehicle is in drive and uphill, responds to the braking pedal being depressed and brings the vehicle to a standstill; if the braking pedal is released, it starts timing from the initial moment the brake pedal is released to obtain the cumulative pressure holding time; an acquisition and 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 whether to continue holding pressure or exit the pressure holding mode, based at least on the relationship and whether the accelerator pedal is depressed. This achieves the prevention of rolling back on the slope, allows short-term hill-start braking without motor intervention, improves the overall vehicle economy, and enhances the safety and comfort of the vehicle 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. The first judgment module determines whether an accelerator pedal press operation has been detected if the cumulative pressure holding time is less than the difference between the pressure holding threshold time and a preset time. The calculation module calculates the relationship between the accelerator pedal demand torque and the air pressure braking torque if the accelerator pedal press operation is detected. The first control module controls continued pressure holding if the accelerator pedal demand torque is less than or equal to the air pressure braking torque. The second control module controls exiting the pressure holding mode and releasing the remaining air pressure if the accelerator pedal demand torque is greater than the air pressure braking torque.

[0090] This design ensures a smooth transition when starting on an incline, preventing the vehicle from rolling backward after releasing the brake pedal without the motor engaging, thus improving driving comfort. It is suitable for starting on various inclines, especially in situations requiring precise control of the vehicle's starting speed, such as uphill sections in traffic congestion.

[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 is activated. The fourth control module is used to control the continuation of pressure holding when the cumulative pressure holding time is less than the difference between the pressure holding threshold time and the preset time, and no operation by the driver is detected.

[0092] This strategy prevents the vehicle from maintaining braking force due to the pressure-holding mode when the driver unintentionally releases the brake pedal, thus affecting subsequent handbrake operation and ensuring the vehicle's safe stopping on a slope. It is suitable for situations where the driver needs to park for an extended period or prepares to use the handbrake for auxiliary braking, such as waiting at a traffic light or temporarily stopping 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 an 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 a preset time, but less than the pressure holding threshold time. The first processing module is used to control the air pressure braking torque and the motor anti-rollover torque to stop switching when the above-mentioned accelerator pedal operation is detected. 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 to press the accelerator pedal. If the above-mentioned throttle demand torque is greater than the above-mentioned air pressure braking torque, the control exits the above-mentioned pressure holding mode and releases the remaining air pressure, and controls the above-mentioned motor anti-rollover torque to directly increase to the above-mentioned throttle demand torque.

[0094] This logic, on the one hand, avoids situations where the vehicle becomes unstable on a slope due to the driver accidentally pressing the accelerator; on the other hand, it enables a smooth transition from a standstill to a start on an incline, improving the driving experience. It is especially suitable for long uphill sections in congested traffic.

[0095] As an optional solution, the first control unit includes a second processing module and a third processing module. The second processing module is used to, when the cumulative 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 exit from the pressure holding mode and release the remaining air pressure if the handbrake is activated, and reset the motor anti-rollover torque to zero. The third processing module is used to, when the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time, but less than the pressure holding threshold time, control the switching between air pressure braking torque and motor anti-rollover torque within the preset time if no driver action is detected.

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

[0097] As an optional solution, the vehicle hill-start braking control device also includes a judgment unit, a setting unit, and a second control unit. The judgment unit is used to determine the relationship between the throttle demand torque and the air pressure braking torque if 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. The setting unit is used to set the motor anti-rollback torque to be constant at the air pressure braking torque when the throttle demand torque is less than or equal to the air pressure braking torque. The second control unit is used to control the motor anti-rollback torque to increase to the throttle demand torque when the throttle demand torque is greater than the air pressure braking torque.

[0098] This control strategy ensures that after the pressure-holding mode ends, the vehicle can smoothly start using the motor's anti-rollback torque, avoiding the risk of the vehicle rolling backward due to insufficient power. It is suitable for scenarios where a certain speed needs to be maintained after starting on a slope, such as in uphill traffic.

[0099] As an optional solution, the vehicle hill-start braking control device also includes a processing unit. The processing unit is used to reset the motor's anti-rollover torque to zero if no accelerator pedal operation is detected and the handbrake 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-rollover threshold time.

[0100] This design ensures that no extra energy is consumed due to the continuous operation of the motor's anti-rollover torque when the driver does not intend to start the vehicle. It also avoids conflicts with handbrake operation, improving the vehicle's operational efficiency and safety on slopes. It is suitable for drivers who need to temporarily stop on slopes, such as at gas stations or parking lots on uphill sections of roads.

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

[0102] The processor contains a kernel, which retrieves the corresponding program unit from memory. One or more kernels can be configured, and adjusting kernel parameters can address the problem of motor overheating and damage in vehicle hill-start assist control in related technologies.

[0103] The memory may include non-permanent memory in computer-readable media, such as 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] This invention provides an electronic device, including: 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 methods for performing any vehicle hill-start braking control method.

[0105] This invention provides a computer-readable storage medium including a stored program, wherein the program, when running, controls the device containing the computer-readable storage medium to execute a vehicle ramp braking control method.

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

[0107] Step S101: If the vehicle is in forward gear and is in an uphill state, after the vehicle is brought to a standstill in response to the operation of pressing the brake pedal, if the operation of releasing the brake pedal is detected, the cumulative pressure holding time is obtained from the initial moment of releasing the brake pedal.

[0108] Step S102: Obtain the holding pressure threshold time and calculate the relationship between the cumulative holding pressure time and the holding pressure threshold time;

[0109] Step S103: Based at least on the size relationship and whether the accelerator pedal is pressed, control whether to continue holding pressure or exit the pressure holding mode.

[0110] This invention provides a processor for running a program, wherein the program executes a vehicle ramp braking control method during runtime.

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

[0112] Step S101: If the vehicle is in forward gear and is in an uphill state, after the vehicle is brought to a standstill in response to the operation of pressing the brake pedal, if the operation of releasing the brake pedal is detected, the cumulative pressure holding time is obtained from the initial moment of releasing the brake pedal.

[0113] Step S102: Obtain the holding pressure threshold time and calculate the relationship between the cumulative holding pressure time and the holding pressure threshold time;

[0114] Step S103: Based at least on the size relationship and whether the accelerator pedal is pressed, control whether to continue holding pressure or exit the pressure holding mode.

[0115] This invention provides a device including a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it performs at least the following steps:

[0116] Step S101: If the vehicle is in forward gear and is in an uphill state, after the vehicle is brought to a standstill in response to the operation of pressing the brake pedal, if the operation of releasing the brake pedal is detected, the cumulative pressure holding time is obtained from the initial moment of releasing the brake pedal.

[0117] Step S102: Obtain the holding pressure threshold time and calculate the relationship between the cumulative holding pressure time and the holding pressure threshold time;

[0118] Step S103: Based at least on the size relationship and whether the accelerator pedal is pressed, control whether to continue holding pressure or exit the pressure holding mode.

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

[0120] This application also provides a computer program product, which, when executed on a data processing device, is suitable for executing an initialization program having at least the following method steps:

[0121] Step S101: If the vehicle is in forward gear and is in an uphill state, after the vehicle is brought to a standstill in response to the operation of pressing the brake pedal, if the operation of releasing the brake pedal is detected, the cumulative pressure holding time is obtained from the initial moment of releasing the brake pedal.

[0122] Step S102: Obtain the holding pressure threshold time and calculate the relationship between the cumulative holding pressure time and the holding pressure threshold time;

[0123] Step S103: Based at least on the size relationship and whether the accelerator pedal is pressed, control whether to continue holding pressure or exit the pressure holding mode.

[0124] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using computer-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they 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 understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0126] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0127] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0128] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

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

[0130] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0131] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, 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 technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0132] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0133] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling vehicle hill braking, characterized in that, include: If the vehicle is in drive and is going uphill, after the vehicle comes to a standstill in response to the brake pedal being pressed, if the brake pedal is released, the cumulative pressure holding time is calculated from the initial moment the brake pedal is released. Obtain the holding pressure threshold time, and calculate the relationship between the cumulative holding pressure time and the holding pressure threshold time; Based at least on the aforementioned size relationship and whether the accelerator pedal is pressed, the system can control whether to continue holding the pressure or exit the pressure holding mode. Based at least on the magnitude relationship and whether an accelerator pedal press operation is detected, the system controls whether to continue holding pressure or exit the pressure holding mode, including: if the cumulative pressure holding time is less than the difference between the pressure holding threshold time and a preset time, determining whether an accelerator pedal press operation is detected; if the accelerator pedal press operation is detected, calculating the magnitude relationship between the throttle demand torque and the air pressure braking torque; if the throttle demand torque is less than or equal to the air pressure braking torque, controlling to continue holding pressure; if the throttle demand torque is greater than the air pressure braking torque, controlling to exit the pressure holding mode and release the remaining air pressure. The preset time means that within the preset time, the anti-slip torque generated by the motor at the wheel end increases from 0 to the air pressure braking torque.

2. The method according to claim 1, characterized in that, Based at least on the magnitude relationship and whether the accelerator pedal is pressed, control whether to continue holding pressure or exit the pressure holding mode, including: If the cumulative pressure holding time is less than the difference between the pressure holding threshold time and the preset time, and no accelerator pedal operation is detected while the handbrake is activated, the system exits the pressure holding mode and releases the remaining air pressure. If the cumulative pressure holding time is less than the difference between the pressure holding threshold time and the preset time, and no operation by the driver is detected, the control continues to hold the pressure.

3. The method according to claim 1, characterized in that, Based at least on the aforementioned size relationship and whether the accelerator pedal is pressed, control whether to continue holding pressure or exit the pressure holding mode, including: If the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time, but less than the pressure holding threshold time, it is determined whether the operation of pressing the accelerator pedal has been detected. When the accelerator pedal is pressed, the control stops the conversion between the air pressure braking torque and the motor anti-rollover torque. If the accelerator torque demand is less than or equal to the air pressure braking torque, the vehicle remains stationary and the driver needs to continue pressing the accelerator pedal. If the accelerator torque demand is greater than the air pressure braking torque, the control exits the pressure holding mode and releases the remaining air pressure, and the control directly increases the motor anti-rollover torque to the accelerator torque demand.

4. The method according to claim 1, characterized in that, Based at least on the magnitude relationship and whether the accelerator pedal is pressed, control whether to continue holding pressure or exit the pressure holding mode, including: If the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time, but less than the pressure holding threshold time, and the handbrake is activated, the control exits the pressure holding mode and releases the remaining air pressure, and the motor anti-slip torque is cleared to zero. If the cumulative pressure holding time is greater than or equal to the difference between the pressure holding threshold time and the preset time, but less than the pressure holding threshold time, and no driver action is detected, the switch between air pressure braking torque and motor anti-rollover torque will be completed within the preset time.

5. The method according to claim 1, characterized in that, The method further includes: If 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-slip threshold time, and the operation of pressing the accelerator pedal is detected, the relationship between the accelerator demand torque and the air pressure braking torque is determined. When the throttle required torque is less than or equal to the pneumatic braking torque, the motor anti-rollover torque is set to be constant at the pneumatic braking torque; When the throttle torque requirement is greater than the pneumatic braking torque, the motor anti-rollover torque is controlled to increase to the throttle torque requirement.

6. The method according to claim 1, characterized in that, The method further includes: If 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-slip threshold time, and if the accelerator pedal operation is not detected and the handbrake is activated, the motor anti-slip torque is reset to zero.

7. A vehicle slope braking control device, characterized in that, include: The timing unit is used to control the vehicle to come to a standstill after the brake pedal is pressed, if the brake pedal is released, and the operation of releasing the brake pedal is detected, to obtain the cumulative pressure holding time from the initial moment of releasing the brake pedal. A calculation unit is used to obtain the holding pressure threshold time and calculate the relationship between the cumulative holding pressure time and the holding pressure threshold time. The first control unit is used to control whether to continue holding pressure or exit the pressure holding mode, based at least on the magnitude relationship and whether an accelerator pedal operation is detected. The first control unit includes a first judgment module, a calculation module, a first control module, and a second control module. The first judgment module is used to determine whether the operation of pressing the accelerator pedal is detected when the cumulative pressure holding time is less than the difference between the pressure holding threshold time and a preset time. The calculation module is used to calculate the relationship between the accelerator pedal demand torque and the air pressure braking torque when the operation of pressing the accelerator pedal is detected. The first control module is used to control the continued pressure holding when the throttle demand torque is less than or equal to the air pressure braking torque; the second control module controls the exit of the pressure holding mode and releases the remaining air pressure when the throttle demand torque is greater than the air pressure braking torque. The preset time means that the anti-slip torque generated by the motor at the wheel end rises from 0 to the air pressure braking torque within the preset time.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the vehicle hill-start braking control method according to any one of claims 1 to 6.

9. 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 configured to be executed by the one or more processors, the one or more programs including methods for performing the vehicle hill-start braking control method according to any one of claims 1 to 6.

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