Gradient determination method and device, new energy automobile and storage medium

Abstract

The invention discloses a gradient determination method and device, a new energy automobile and a storage medium, and relates to the technical field of new energy automobiles. The method comprises the steps of determining an initial gradient of a road surface where a vehicle is located in a current period based on a current first actual longitudinal acceleration of the vehicle and a longitudinal acceleration collected by an acceleration sensor of the vehicle; the first actual longitudinal acceleration is determined based on a speed of the vehicle; when it is determined that the vehicle is in the first driving state, determining a vehicle pitch angle, and correcting the initial gradient based on the vehicle pitch angle to obtain a target gradient of a road surface where the vehicle is located in the current period; in the first driving state, the wheel end driving force change rate of the vehicle is larger than a first preset driving force change rate threshold value and smaller than or equal to a second preset driving force change rate threshold value, or the vehicle speed jerk of the vehicle is larger than a first preset vehicle speed jerk threshold value and smaller than or equal to a second preset vehicle speed jerk threshold value. By adopting the method, the accuracy of the determined gradient can be improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly to a slope determination method, device, new energy vehicle, and storage medium. Background Art

[0002] With the increasing update of vehicle technologies (such as new energy vehicles), it is very necessary to improve the safety of driving vehicles. However, during the process of driving a vehicle, if the slope of the current road surface where the vehicle is located cannot be accurately determined, the driving performance of the entire vehicle will be reduced.

[0003] Therefore, how to improve the accuracy of the determined slope to achieve braking for the vehicle has become an urgent problem to be solved. Summary of the Invention

[0004] Embodiments of the present application provide a slope determination method, device, new energy vehicle, and storage medium, which can improve the accuracy of the determined slope.

[0005] In a first aspect, embodiments of the present application provide a slope determination method, which includes:

[0006] Based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle, determine the initial slope of the road surface where the vehicle is located in the current cycle; the first actual longitudinal acceleration is determined based on the vehicle speed;

[0007] When it is determined that the vehicle is in the first driving state, determine the vehicle pitch angle, and correct the initial slope based on the vehicle pitch angle to obtain the target slope of the road surface where the vehicle is located in the current cycle;

[0008] Wherein, in the first driving state, the change rate of the wheel-end driving force of the vehicle is greater than the first preset driving force change rate threshold and less than or equal to the second preset driving force change rate threshold, or the vehicle speed jerk is greater than the first preset vehicle speed jerk threshold and less than or equal to the second preset vehicle speed jerk threshold.

[0009] In one embodiment, when it is determined that the vehicle is in the first driving state, determining the vehicle pitch angle includes: when it is determined that the vehicle is in the first driving state, input the vehicle's vehicle mass, wheelbase, front suspension stiffness, rear suspension stiffness, center of mass height, and the first actual longitudinal acceleration into a preset pitch angle calculation model to obtain the vehicle pitch angle.

[0010] In one embodiment, the method further includes: when it is determined that the vehicle is in the second driving state, determining the target slope of the road surface where the vehicle is located in the current cycle based on the target slope determined in the historical cycle; wherein, in the second driving state, the change rate of the wheel-end driving force is greater than the second preset driving force change rate threshold, or the vehicle speed jerk is greater than the second preset vehicle speed jerk threshold.

[0011] In one embodiment, when it is determined that the vehicle is in the second driving state, determining the target slope of the road surface where the vehicle is located in the current cycle based on the target slope determined in the historical cycle includes: when it is determined that the vehicle is in the second driving state, taking the target slope determined in the first cycle among the N historical cycles before the current cycle as the target slope of the road surface where the vehicle is located in the current cycle; wherein, N is a preset value and N is an integer greater than or equal to 1.

[0012] In one embodiment, the method further includes: determining the wheel-end driving force based on the wheel-end torque and the tire rolling radius of the vehicle, and obtaining the change rate of the wheel-end driving force of the vehicle by taking the derivative of the wheel-end driving force; obtaining the vehicle speed jerk by taking the second derivative of the vehicle speed.

[0013] In one embodiment, determining the initial slope of the road surface where the vehicle is located in the current cycle based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle includes: obtaining the first actual longitudinal acceleration of the vehicle by taking the derivative of the current vehicle speed; determining the initial slope of the road surface where the vehicle is located in the current cycle based on the first actual longitudinal acceleration and the longitudinal acceleration collected by the acceleration sensor of the vehicle.

[0014] In one embodiment, determining the initial slope of the road surface where the vehicle is located in the current cycle based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle includes: obtaining the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle; correcting the longitudinal acceleration based on the first correction data determined in advance for the acceleration sensor; the first correction data is determined based on the deviation value between the first historical longitudinal acceleration collected by the acceleration sensor of the vehicle in the historical cycle and the second historical longitudinal acceleration determined based on the GPS combined speed; determining the initial slope of the road surface where the vehicle is located in the current cycle based on the first actual longitudinal acceleration and the corrected longitudinal acceleration.

[0015] In one embodiment, the first correction data is determined as follows: Obtain the historical yaw angle of the vehicle in the historical period, the first historical longitudinal acceleration collected by the acceleration sensor, and the historical GPS combined speed; Based on the historical yaw angle, determine the historical centripetal side slip angle; Based on the historical centripetal side slip angle and the historical GPS combined speed, determine the historical GPS longitudinal speed in the historical period; Take the derivative of the historical GPS longitudinal speed to obtain the second historical longitudinal acceleration corresponding to the GPS; Determine the acceleration deviation between the first historical longitudinal acceleration and the second historical longitudinal acceleration, and use the acceleration deviation as the first correction data.

[0016] In one embodiment, obtaining the historical yaw angle of the vehicle in the historical period includes: Obtain the first yaw angular velocity of the vehicle in the historical period collected by the yaw angular velocity sensor; Integrate the first yaw angular velocity to obtain the first yaw angle of the vehicle in the historical period; Add the first yaw angle to the second correction data for the yaw angle of the vehicle determined in advance to obtain the corrected yaw angle, and use the corrected yaw angle as the historical yaw angle of the vehicle in the historical period.

[0017] In one embodiment, the second correction data is determined as follows: Before adding the first yaw angle to the second correction data for the yaw angle of the vehicle determined in advance to obtain the corrected yaw angle, when the vehicle is driving straight or the steering wheel angle is less than the preset steering wheel angle threshold, obtain the second yaw angular velocity of the vehicle collected by the yaw angular velocity sensor and the heading angle of the vehicle collected by the GPS; Integrate the second yaw angular velocity to obtain the second yaw angle corresponding to the vehicle; Determine the yaw angle deviation between the heading angle and the second yaw angle, and use the yaw angle deviation as the second correction data.

[0018] Second, the embodiments of the present application provide a slope determination device, which includes:

[0019] A determination module, configured to determine the initial slope of the road surface where the vehicle is located in the current period based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle; The first actual longitudinal acceleration is determined based on the vehicle speed;

[0020] A determination and correction module, configured to determine the vehicle pitch angle when it is determined that the vehicle is in the first driving state, and correct the initial slope based on the vehicle pitch angle to obtain the target slope of the road surface where the vehicle is located in the current period; Wherein, in the first driving state, the change rate of the wheel-end driving force of the vehicle is greater than the first preset driving force change rate threshold and less than or equal to the second preset driving force change rate threshold, or the vehicle speed jerk is greater than the first preset vehicle speed jerk threshold and less than or equal to the second preset vehicle speed jerk threshold.

[0021] In a third aspect, an embodiment of the present application provides a new energy vehicle, including a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, the steps of the method in the first aspect are implemented.

[0022] In a fourth aspect, the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the method in the first aspect are implemented.

[0023] In a fifth aspect, the present application further provides a computer program product, including a computer program. When the computer program is executed by a processor, the steps of the method in the first aspect are implemented.

[0024] For the above slope determination method, device, new energy vehicle, and storage medium, the new energy vehicle (hereinafter simply referred to as the vehicle) can determine the initial slope of the road surface where the vehicle is located in the current cycle based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle; the first actual longitudinal acceleration is determined based on the vehicle speed; when it is determined that the vehicle is in the first driving state, the vehicle pitch angle is determined, and the initial slope is corrected based on the vehicle pitch angle to obtain the target slope of the road surface where the vehicle is located in the current cycle; wherein, in the first driving state, the change rate of the wheel-end driving force of the vehicle is greater than the first preset driving force change rate threshold and less than or equal to the second preset driving force change rate threshold, or the vehicle speed jerk is greater than the first preset vehicle speed jerk threshold and less than or equal to the second preset vehicle speed jerk threshold. By using this method, the vehicle can determine the initial slope of the road surface where the vehicle is located in the current cycle based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle, and when it is determined that the vehicle is in the first driving state, correct the initial slope based on the determined vehicle pitch angle to obtain the target slope of the road surface where the vehicle is located in the current cycle. In this way, since the driving state of the vehicle is combined in the process of determining the target slope of the road surface where the vehicle is located in the current cycle, the accuracy of the determined slope can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following will briefly introduce the drawings required for use in the description of the embodiments of the present application or related technologies. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other related drawings can be obtained without creative efforts based on these drawings.

[0026] Figure 1 It is a schematic flowchart of a slope determination method provided by an embodiment of the present application;

[0027] Figure 2It is a schematic flowchart of another slope determination method provided by an embodiment of the present application;

[0028] Figure 3 It is a schematic structural diagram of a slope determination device provided by an embodiment of the present application;

[0029] Figure 4 It is a schematic structural diagram of a new energy vehicle provided by an embodiment of the present application. Detailed implementation manners

[0030] In order to make the objectives, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, but not to limit the present application.

[0031] It should be noted that in the present application, the direction of the longitudinal acceleration refers to the direction along the vehicle's longitudinal axis (i.e., the vehicle's forward direction).

[0032] The slope determination method provided by the embodiment of the present application will be described below.

[0033] Please refer to Figure 1 , Figure 1 which is a schematic flowchart of a slope determination method provided by an embodiment of the present application. This method can be executed by the vehicle controller. As Figure 1 shown, the slope determination method may include but is not limited to the following steps:

[0034] S101. Determine the initial slope of the road surface where the vehicle is located in the current cycle based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle; the first actual longitudinal acceleration is determined based on the vehicle speed.

[0035] Optionally, the vehicle speed of the vehicle can be monitored in real time by the vehicle controller, or can be determined by the vehicle controller based on the motor speed of the vehicle, which is not limited herein.

[0036] Optionally, when the vehicle controller determines the vehicle speed based on the motor speed of the vehicle, the following formula (1) can be used.

[0037] (1)

[0038] In formula (1), V x represents the vehicle speed (unit: km / h); n represents the motor speed; r represents the tire radius (unit: meter); i represents the speed ratio; μ is the conversion coefficient from the speed to the vehicle speed.

[0039] Optionally, the vehicle controller can also obtain the first actual longitudinal acceleration by taking the derivative of the vehicle speed.

[0040] Among them, the longitudinal acceleration can be collected by the vehicle controller through the acceleration sensors in the vehicle.

[0041] Since the accuracy of the longitudinal acceleration collected by the acceleration sensor may be related to its attitude. For example, when the vehicle is on a ramp, the sensor installed on the vehicle may not be in a horizontal state. At this time, the longitudinal acceleration measured by this sensor may not be accurate enough. Therefore, there may be a certain deviation between this longitudinal acceleration and the first actual longitudinal acceleration calculated based on the vehicle speed, and this deviation is caused by the slope of the road surface where the vehicle is located. Therefore, based on the longitudinal acceleration collected by the acceleration sensor and the first actual longitudinal acceleration calculated by the vehicle speed, the vehicle controller can inversely calculate the initial slope of the road surface where the vehicle is currently located.

[0042] In an alternative embodiment, the initial slope of the road surface where the vehicle is located in the current cycle can be determined by the vehicle controller by looking up a table based on the longitudinal acceleration collected by the acceleration sensor and the first actual longitudinal acceleration calculated by the vehicle speed, or can be determined by the vehicle controller inputting the longitudinal acceleration collected by the acceleration sensor and the first actual longitudinal acceleration calculated by the vehicle speed into an initial slope calculation model, which is not limited here. Among them, the above-mentioned table includes the corresponding relationships between multiple difference data (the difference between the longitudinal acceleration and the first actual longitudinal acceleration) and multiple initial slopes. Optionally, this table can be a table preset in the vehicle controller, or a table preset in a certain database and readable by the vehicle controller, etc., which is not limited here.

[0043] S102. When it is determined that the vehicle is in the first driving state, determine the vehicle pitch angle, and correct the initial slope based on the vehicle pitch angle to obtain the target slope of the road surface where the vehicle is located in the current cycle.

[0044] Among them, the vehicle pitch angle refers to the angle at which the front or rear end of the vehicle tilts up and down during driving due to factors such as acceleration, braking, or road surface unevenness. The pitch angle is the angle between the y-axis of the vehicle coordinate system and the horizontal plane. When the y-axis of the vehicle coordinate system is above the xoy plane of the inertial coordinate system, the pitch angle is positive, otherwise it is negative.

[0045] In an alternative embodiment, during the vehicle driving process, the vehicle controller can obtain multiple state information of the vehicle in real time or periodically. For example, the first actual longitudinal acceleration, the vehicle's total mass, etc. Based on one or more of the multiple state information, determine the vehicle pitch angle. Exemplarily, the vehicle controller can input one or more of the obtained multiple state information into a preset pitch angle calculation model to obtain the vehicle pitch angle.

[0046] Optionally, the first driving state can also be referred to as an emergency state. During the vehicle driving process, the vehicle controller can also determine whether the vehicle is in the first driving state based on one or more of the multiple state information of the vehicle obtained. If it is determined that the vehicle is in the first driving state, the vehicle controller can determine the vehicle pitch angle and correct the initial slope based on the vehicle pitch angle to obtain the target slope of the road surface where the vehicle is located during the current period. Exemplarily, during the vehicle driving process, the vehicle controller can obtain the multiple state information of the vehicle in real time and match the multiple state information with the conditions corresponding to the first driving state to determine whether the vehicle is in the first driving state. The vehicle controller can further determine the vehicle pitch angle when it is determined that the vehicle is in the first driving state.

[0047] Wherein, in the first driving state, the change rate of the wheel-end driving force of the vehicle is greater than the first preset driving force change rate threshold and less than or equal to the second preset driving force change rate threshold, or the vehicle's jerk is greater than the first preset jerk threshold and less than or equal to the second preset jerk threshold. That is to say, the vehicle controller can determine the change rate of the wheel-end driving force of the vehicle, or the jerk, based on one or more of the multiple state information of the vehicle obtained, such as the wheel-end torque, the vehicle speed, etc., and determine that the vehicle is in the first driving state when the change rate of the wheel-end driving force of the vehicle is greater than the first preset driving force change rate threshold and less than or equal to the second preset driving force change rate threshold, or the vehicle's jerk is greater than the first preset jerk threshold and less than or equal to the second preset jerk threshold.

[0048] Wherein, the change rate of the wheel-end driving force refers to the speed at which the wheel-end driving force changes with time or other variables, which can be expressed as the derivative of the wheel-end driving force with respect to time, and the unit is N / m; the jerk is the change rate of acceleration, which is a physical quantity describing how fast the acceleration changes with time, and the unit is m / s 3 。

[0049] Exemplarily, assume that the first preset driving force change rate threshold is 20 N / m, the second preset driving force change rate threshold is 50 N / m, and assume that the change rate of the wheel-end driving force determined by the vehicle controller based on the wheel-end torque of the vehicle is 30 N / m. In this case, the vehicle controller can determine that the change rate of the wheel-end driving force of 30 N / m is greater than the first preset driving force change rate threshold of 20 N / m and less than the second preset driving force change rate threshold of 50 N / m. At this time, the vehicle controller can determine that the vehicle is in the first driving state. Or, assume that the first preset jerk threshold is 50 m / s 3 ,the second preset jerk threshold is 100 m / s 3 ,and assume that the jerk obtained by the vehicle controller based on the vehicle speed by taking the second derivative is 100 m / s 3, in this case, the vehicle controller can determine that the vehicle jerk is 100 m / s 3 greater than the first preset vehicle jerk threshold of 50 m / s 3 , and equal to the second preset vehicle jerk threshold of 100 m / s 3 . At this time, the vehicle controller can determine that the vehicle is in the first driving state.

[0050] In the embodiments of the present application, the vehicle controller can determine the initial slope of the road surface where the vehicle is located in the current cycle based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle; the first actual longitudinal acceleration is determined based on the vehicle speed; in the case of determining that the vehicle is in the first driving state, determine the vehicle pitch angle, and correct the initial slope based on the vehicle pitch angle to obtain the target slope of the road surface where the vehicle is located in the current cycle; in the first driving state, the change rate of the wheel-end driving force of the vehicle is greater than the first preset driving force change rate threshold and less than or equal to the second preset driving force change rate threshold, or the vehicle jerk is greater than the first preset vehicle jerk threshold and less than or equal to the second preset vehicle jerk threshold. By using this method, the vehicle can determine the initial slope of the road surface where the vehicle is located in the current cycle based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle, and in the case of determining that the vehicle is in the first driving state, correct the initial slope based on the determined vehicle pitch angle to obtain the target slope of the road surface where the vehicle is located in the current cycle. In this way, since the driving state of the vehicle is combined in the process of determining the target slope of the road surface where the vehicle is located in the current cycle, the accuracy of the determined slope can be improved.

[0051] In an alternative embodiment, Figure 1 in the slope determination method shown, when the vehicle controller determines that the vehicle is in the first driving state and determines the vehicle pitch angle, it may include: when determining that the vehicle is in the first driving state, input the vehicle's vehicle mass, wheelbase, front suspension stiffness, rear suspension stiffness, center of mass height, and the first actual longitudinal acceleration into a preset pitch angle calculation model to obtain the vehicle pitch angle.

[0052] Among them, the front suspension stiffness refers to the ability of the vehicle's front suspension to resist deformation, usually expressed by the spring stiffness, which can be obtained by real-time monitoring by the vehicle controller.

[0053] The rear suspension stiffness refers to the ability of the vehicle's rear suspension to resist deformation, usually also expressed by the spring stiffness, which can be obtained by real-time monitoring by the vehicle controller.

[0054] The center of mass height refers to the vertical position of the vehicle's center of gravity, and this height can be used to calculate the stability of the object; among them, the center of mass refers to the average distribution position of the masses of each part within the object, which can be obtained by real-time monitoring by the vehicle controller.

[0055] In some embodiments, the first actual longitudinal acceleration can be determined by the vehicle controller as follows: obtaining the current vehicle speed; and deriving the first actual longitudinal acceleration based on the vehicle speed.

[0056] In some embodiments, the preset pitch angle calculation model can be as shown in the following formula (2).

[0057] (2)

[0058] In formula (2), represents the vehicle pitch angle (unit: degree); m represents the vehicle mass (unit: kilogram); a x represents the actual longitudinal acceleration of the vehicle (unit: m / s 2 ); h represents the height of the vehicle's center of mass (unit: m); L represents the wheelbase (unit: m); k f represents the front suspension stiffness (unit: N / mm); k r represents the rear suspension stiffness (unit: N / mm).

[0059] That is to say, when the vehicle controller determines that the vehicle is in the first driving state, to determine the vehicle pitch angle, it can input the vehicle mass, wheelbase, front suspension stiffness, rear suspension stiffness, height of the center of mass, and the first actual longitudinal acceleration of the vehicle into the preset pitch angle calculation model shown in the above formula (2) to obtain the vehicle pitch angle.

[0060] In some embodiments, when the vehicle controller corrects the initial slope based on the vehicle pitch angle to obtain the target slope of the road surface where the vehicle is located in the current cycle, it can use the difference between the initial slope and the vehicle pitch angle as the target slope of the road surface where the vehicle is located in the current cycle.

[0061] In this implementation, when the vehicle controller determines that the vehicle is in the first driving state, it can correct the determined initial slope based on the vehicle pitch angle, so as to obtain a more accurate target slope of the road surface where the vehicle is located in the current cycle.

[0062] In an alternative implementation, when the vehicle controller determines that the vehicle is in the second driving state, it can also determine the target slope of the road surface where the vehicle is located in the current cycle based on the target slope determined in the historical cycle; where, in the second driving state, the change rate of the wheel-end driving force is greater than the second preset driving force change rate threshold, or the vehicle speed jerk is greater than the second preset vehicle speed jerk threshold. That is to say, when the change rate of the wheel-end driving force of the vehicle is greater than the second preset driving force change rate threshold, or the vehicle speed jerk is greater than the second preset vehicle speed jerk threshold, the vehicle controller can determine that the vehicle is in the second driving state.

[0063] Exemplarily, following the example in step S202, assuming that the wheel-end driving force change rate determined by the vehicle controller is 60 N / m, in this case, the vehicle controller can determine that the wheel-end driving force change rate of 60 N / m is greater than the second preset driving force change rate threshold of 50 N / m. At this time, the vehicle controller can determine that the vehicle is in the second driving state. Or, assuming that the vehicle speed jerk determined by the vehicle controller is 150 m / s 3 , in this case, the vehicle controller can determine the vehicle speed jerk of 150 m / s 3 is greater than the second preset vehicle speed jerk threshold of 100 m / s 3 , and at this time, the vehicle controller can determine that the vehicle is in the second driving state.

[0064] In some embodiments, the wheel-end driving force change rate can be determined by the vehicle controller based on the wheel-end torque obtained in real time; the vehicle speed jerk can be determined by the vehicle controller based on the vehicle speed.

[0065] Wherein, after determining the target slope in each cycle, the vehicle controller can also store the determined target slope. In this way, when determining the target slope of the road surface where the vehicle is located in the current cycle, the vehicle controller can, when determining that the vehicle is in the second driving state, obtain the target slope determined in the previous stored historical cycle and determine the target slope of the road surface where the vehicle is located in the current cycle based on the target slope determined in the historical cycle.

[0066] In some embodiments, when the vehicle controller determines that the vehicle is in the second driving state and determines the target slope of the road surface where the vehicle is located in the current cycle based on the target slope determined in the historical cycle, it may include: when determining that the vehicle is in the second driving state, taking the target slope determined in the first cycle among the N historical cycles before the current cycle as the target slope of the road surface where the vehicle is located in the current cycle; where N is a preset value and N is an integer greater than or equal to 1.

[0067] That is to say, when determining that the vehicle is in the second emergency state, the vehicle controller no longer corrects the initial slope by calculating the vehicle pitch angle, but takes the target slope determined in the first cycle among the N historical cycles before the current cycle as the target slope of the road surface where the vehicle is located in the current cycle.

[0068] Exemplarily, assuming that N is 5, and assuming that the target slopes determined in the 5 historical cycles before the current cycle are 2 degrees, 4 degrees, 6 degrees, 8 degrees, and 10 degrees respectively, where 2 degrees is the target slope determined in the first cycle among the 5 cycles before the current cycle. In this case, the vehicle controller can determine that the target slope of the road surface where the vehicle is located in the current cycle is 2 degrees.

[0069] In this implementation, when the vehicle controller determines that the vehicle is in the second driving state, that is, the change rate of the wheel-end driving force is greater than the second preset driving force change rate threshold, or the vehicle jerk is greater than the second preset vehicle jerk threshold, the target slope determined in the first cycle among the N historical cycles before the current cycle is used as the target slope of the road surface where the vehicle is located in the current cycle. In this way, the error caused by the vehicle pitch angle can be avoided by maintaining the slope calculation value.

[0070] In an alternative implementation, the vehicle controller can also determine the wheel-end driving force based on the wheel-end torque and the tire rolling radius of the vehicle, and obtain the change rate of the wheel-end driving force of the vehicle by taking the derivative of the wheel-end driving force; the vehicle jerk is obtained by taking the second derivative based on the vehicle speed.

[0071] Among them, the wheel-end torque refers to the torque applied to the vehicle wheels, which is usually transmitted from the motor to the wheels through the transmission system.

[0072] In some embodiments, when the vehicle controller determines the wheel-end driving force based on the wheel-end torque and the tire rolling radius of the vehicle, the following formula (3) can be used.

[0073] (3)

[0074] In formula (3), F x represents the wheel-end driving force; T x represents the wheel-end torque; r represents the tire rolling radius.

[0075] By adopting this implementation, the vehicle controller can judge the driving state of the vehicle, which is beneficial to subsequently determining a more accurate target slope of the vehicle road surface based on the driving state of the vehicle.

[0076] In an alternative implementation, when the vehicle controller determines the initial slope of the road surface where the vehicle is located in the current cycle based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the vehicle's acceleration sensor, it may include: obtaining the first actual longitudinal acceleration of the vehicle in the current cycle by taking the derivative based on the current vehicle speed; determining the initial slope of the road surface where the vehicle is located in the current cycle based on the first actual longitudinal acceleration and the longitudinal acceleration collected by the vehicle's acceleration sensor.

[0077] Since the sensor collects the overall longitudinal acceleration of the vehicle during actual movement, and the actual longitudinal acceleration of the vehicle is the acceleration generated by factors such as the vehicle's own power and other resistances. Since the component force of gravity along the slope direction will affect the movement of the vehicle, without considering other resistances, the longitudinal acceleration collected by the sensor (denoted as a M( ) is equal to the actual motion acceleration of the vehicle (i.e., the first actual longitudinal acceleration determined based on the vehicle speed (denoted as a x )) and the acceleration generated by gravity along the slope direction The sum is, that is ; where g represents the acceleration due to gravity. Therefore, in some embodiments, when the vehicle control unit determines the initial slope of the road surface where the vehicle is located in the current cycle based on the first actual longitudinal acceleration and the longitudinal acceleration collected by the vehicle's acceleration sensor, the following formula (4) can be used.

[0078] (4)

[0079] In formula (4), represents the initial slope of the road surface where the vehicle is located (unit: degree); a M represents the longitudinal acceleration collected by the sensor; a x represents the first actual longitudinal acceleration; V x represents the vehicle speed.

[0080] In some embodiments, when the vehicle control unit determines the initial slope of the road surface where the vehicle is located in the current cycle based on the first actual longitudinal acceleration and the longitudinal acceleration collected by the vehicle's acceleration sensor, it can first determine the difference between the longitudinal acceleration and the actual acceleration; then, based on the difference, look up the table to determine the initial slope of the road surface where the vehicle is located in the current cycle.

[0081] Optionally, the vehicle control unit can pre - establish a correspondence table based on multiple sets of difference data (the difference between the longitudinal acceleration and the first actual longitudinal acceleration) and slopes input by the user. This correspondence table contains the correspondence between multiple sets of difference data and slopes. Exemplarily, this correspondence table can be as shown in Table 1 below.

[0082] Table 1 Correspondence Table

[0083]

[0084] Among them, a positive slope value indicates an uphill slope, and a negative slope value indicates a downhill slope. As can be seen from Table 1 above, the larger the absolute value of the difference between the longitudinal acceleration and the first actual longitudinal acceleration, the larger the determined slope of the current road surface; the smaller the absolute value of the difference between the longitudinal acceleration and the first actual longitudinal acceleration, the smaller the determined slope of the current road surface. By looking up the table, the initial slope of the road surface where the vehicle is located in the current cycle can be determined simply and efficiently.

[0085] Adopting this implementation method, the vehicle control unit can quickly determine the initial slope of the road surface where the vehicle is located in the current cycle.

[0086] In an alternative implementation method,Figure 1 In the slope determination method shown, the vehicle control unit determines the initial slope of the road surface where the vehicle is located in the current cycle based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle, which may include: obtaining the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle; correcting the longitudinal acceleration based on the first correction data determined in advance for the acceleration sensor; the first correction data is determined based on the deviation value between the first historical longitudinal acceleration collected by the acceleration sensor of the vehicle in the historical cycle and the second historical longitudinal acceleration determined based on the GPS combined speed; determining the initial slope of the road surface where the vehicle is located in the current cycle based on the first actual longitudinal acceleration and the corrected longitudinal acceleration.

[0087] In some embodiments, the first correction data can be determined by the vehicle control unit in the following manner: obtaining the historical yaw angle of the vehicle, the first historical longitudinal acceleration collected by the acceleration sensor, and the historical GPS combined speed in the historical cycle; determining the historical centroid side slip angle based on the historical yaw angle; determining the historical GPS longitudinal speed in the historical cycle based on the historical centroid side slip angle and the historical GPS combined speed; taking the derivative of the historical GPS longitudinal speed to obtain the second historical longitudinal acceleration corresponding to the GPS; determining the acceleration deviation between the first historical longitudinal acceleration and the second historical longitudinal acceleration, and using the acceleration deviation as the first correction data.

[0088] The historical yaw angle of the vehicle refers to the angle between the x-axis of the vehicle coordinate system xoy and the X-axis (along the vehicle traveling direction) of the earth coordinate system XOY in the historical cycle.

[0089] The historical centroid side slip angle refers to the angle between the vehicle centroid velocity direction and the vehicle head direction (the vehicle head direction refers to the x-axis in the vehicle coordinate system) in the historical cycle.

[0090] The historical GPS combined speed refers to the speed of the GPS satellite in the historical cycle, which can be obtained by taking the derivative of the displacement of the GPS satellite.

[0091] The historical GPS longitudinal speed refers to the speed component of the historical GPS combined speed along the vehicle traveling direction in the historical cycle.

[0092] Optionally, when the vehicle control unit determines the historical GPS longitudinal speed in the historical cycle based on the historical centroid side slip angle and the historical GPS combined speed, the following formula (5) can be used.

[0093] (5)

[0094] In formula (5), represents the historical GPS longitudinal speed; represents the historical GPS combined speed; It represents the historical centroid sideslip angle.

[0095] Optionally, the first correction data can be fixed or updated at regular intervals, which is not limited here. It should be noted that when the first correction data is updated at regular intervals, the vehicle controller needs to obtain the yaw angle of the vehicle, the first historical longitudinal acceleration collected by the acceleration sensor, and the GPS combined speed at regular intervals, so as to update the historical yaw angle of the vehicle, the first historical longitudinal acceleration collected by the acceleration sensor, and the historical GPS combined speed based on the above data obtained at regular intervals, thereby updating the first correction data.

[0096] In some embodiments, the vehicle controller obtains the historical yaw angle of the vehicle in the historical period, which may include: obtaining the first yaw angular velocity of the vehicle in the historical period collected by the yaw angular velocity sensor; integrating the first yaw angular velocity to obtain the first yaw angle of the vehicle in the historical period; adding the first yaw angle to the second correction data for the yaw angle of the vehicle determined in advance to obtain the corrected yaw angle, and using the corrected yaw angle as the historical yaw angle of the vehicle in the historical period. In this way, the vehicle controller can obtain a more accurate yaw angle (i.e., the corrected yaw angle) by correcting the first yaw angle. Thus, it is beneficial to determine a more accurate historical centroid sideslip angle based on the more accurate yaw angle, and further, it is beneficial to determine a more accurate historical GPS longitudinal speed.

[0097] Optionally, the second correction data can be determined by the vehicle controller in the following manner: before adding the first yaw angle to the second correction data for the yaw angle of the vehicle determined in advance to obtain the corrected yaw angle, when the vehicle is driving straight or the steering wheel angle is less than the preset steering wheel angle threshold, obtain the second yaw angular velocity of the vehicle collected by the yaw angular velocity sensor and the heading angle of the vehicle collected by the GPS; integrate the second yaw angular velocity to obtain the second yaw angle corresponding to the vehicle; determine the yaw angle deviation between the heading angle and the second yaw angle, and use the yaw angle deviation as the second correction data for the yaw angle of the vehicle. Among them, the heading angle refers to the angle between the vehicle centroid velocity and the horizontal axis (i.e., the X-axis in the earth coordinate system XOY) in the historical period under the ground coordinate system XOY.

[0098] Since the heading angle is equal to the yaw angle when the vehicle is driving straight or the steering wheel angle is less than the preset steering wheel angle threshold, in this case, if there is a deviation between the second yaw angle obtained by integrating the yaw angular velocity and the heading angle, the vehicle controller can utilize the principle that the heading angle is equal to the yaw angle when the vehicle is driving straight or the steering wheel angle is less than the preset steering wheel angle threshold, and determine the yaw angle deviation based on the heading angle and the second yaw angle of the vehicle. Among them, the yaw angle deviation = heading angle - second yaw angle.

[0099] Optionally, the vehicle controller determines the historical sideslip angle of the center of mass based on the corrected historical yaw angle, which may be to obtain the historical heading angle of the vehicle in the historical period; the difference between the historical heading angle and the historical yaw angle is used as the historical sideslip angle of the center of mass.

[0100] In this implementation, the vehicle controller corrects the first actual longitudinal acceleration based on the first correction data for the acceleration sensor determined in advance, so that a more accurate longitudinal acceleration (i.e., the corrected longitudinal acceleration) can be obtained. Thus, a more accurate initial slope of the road surface where the vehicle is located in the current period can be determined using the more accurate longitudinal acceleration.

[0101] In this implementation, the vehicle controller can obtain a more accurate yaw angle by correcting the initial yaw angle. In this way, it is beneficial to determine a more accurate sideslip angle of the center of mass based on the more accurate yaw angle. Thus, it is beneficial to determine a more accurate GPS longitudinal speed, and further, it is beneficial to determine a more accurate longitudinal acceleration.

[0102] Next, in combination with Figure 2 , the overall process of the slope determination method provided in the embodiments of the present application will be described. Please refer to Figure 2 , Figure 2 which is a schematic flowchart of another slope determination method provided in the embodiments of the present application. This method can be executed by the vehicle controller. As shown in Figure 2 , this slope determination method may include but is not limited to the following steps.

[0103] S201. Determine the yaw angle correction data for the yaw angle of the vehicle, and determine the acceleration correction data for the acceleration sensor based on the yaw angle correction data.

[0104] In an optional implementation, the vehicle controller determines the yaw angle correction data for the yaw angle of the vehicle. It may be that in a period before the historical period, when the vehicle is driving straight or the steering wheel angle is less than the preset steering wheel angle threshold, the vehicle's yaw angular velocity collected by the yaw angular velocity sensor and the vehicle's heading angle collected by the GPS are obtained; the yaw angular velocity is integrated to obtain the yaw angle of the vehicle; the yaw angle deviation between the heading angle and the yaw angle is determined, and the yaw angle deviation is used as the yaw angle correction data for the yaw angle of the vehicle.

[0105] In an alternative embodiment, the vehicle controller determines acceleration correction data for the acceleration sensor based on yaw angle correction data, which may be to obtain the historical yaw angle of the vehicle in a historical period, the first historical longitudinal acceleration collected by the acceleration sensor, and the historical GPS combined speed; determine the historical centripetal side slip angle based on the historical yaw angle; determine the historical GPS longitudinal speed of the historical period based on the historical centripetal side slip angle and the historical GPS combined speed; take the derivative of the historical GPS longitudinal speed to obtain the second historical longitudinal acceleration corresponding to the GPS; determine the acceleration deviation between the first historical longitudinal acceleration and the second historical longitudinal acceleration, and use the acceleration deviation as the acceleration correction data for the acceleration sensor.

[0106] In this embodiment, the vehicle controller obtains the historical yaw angle of the vehicle in a historical period, which may be to obtain the yaw angular velocity of the vehicle in the historical period collected by the yaw angular velocity sensor; integrate the yaw angular velocity to obtain the yaw angle of the vehicle in the historical period; add the yaw angle to the pre-determined yaw angle correction data for the yaw angle of the vehicle to obtain the corrected yaw angle, and use the corrected yaw angle as the historical yaw angle of the vehicle in the historical period.

[0107] Optionally, when the vehicle controller determines the historical GPS longitudinal acceleration of the historical period based on the historical centripetal side slip angle and the historical GPS combined speed, the above formula (5) can be used.

[0108] S202. Real-time monitor the vehicle speed, gear position, longitudinal acceleration collected by the sensor, vehicle mass, wheel end torque, wheelbase, front suspension stiffness, rear suspension stiffness, and center of mass height.

[0109] S203. Determine the vehicle speed jerk based on the vehicle speed, and determine the change rate of the wheel end driving force based on the wheel end torque.

[0110] In an alternative embodiment, the vehicle controller can obtain the vehicle speed jerk by taking the second derivative of the vehicle speed, that is . Where j x represents the vehicle speed jerk; V x represents the vehicle speed.

[0111] In an alternative embodiment, the vehicle controller can determine the change rate of the wheel end driving force based on the wheel end torque, which may include: determining the wheel end driving force based on the wheel end torque and the tire rolling radius of the vehicle; taking the derivative of the wheel end driving force to obtain the change rate of the wheel end driving force, that is , where represents the change rate of the wheel end driving force; F x represents the wheel end driving force. Optionally, the vehicle controller can determine the wheel end driving force based on the wheel end torque and the tire rolling radius using the above formula (3).

[0112] S204. Determine the driving state of the vehicle based on the change rate of the wheel-end driving force and the vehicle speed jerk. When it is determined that the vehicle is in the first driving state, execute steps S205 to S207; when it is determined that the vehicle is in the second driving state, execute step S208.

[0113] In an alternative embodiment, the vehicle control unit can determine that the vehicle is in the first driving state (or an emergency state) when any of the following conditions is met:

[0114] (1) The change rate of the wheel-end driving force is greater than the first preset driving force change rate threshold and less than or equal to the second preset driving force change rate threshold;

[0115] (2) The vehicle speed jerk is greater than the first vehicle speed jerk threshold and less than or equal to the second preset vehicle speed jerk threshold.

[0116] Optionally, the vehicle control unit can determine that the vehicle is in the second driving state (or a severe emergency state) when any of the following conditions is met:

[0117] (1) The change rate of the wheel-end driving force is greater than the second preset driving force change rate threshold;

[0118] (2) The vehicle speed jerk is greater than the second preset vehicle speed jerk threshold.

[0119] S205. Calculate the first actual longitudinal acceleration of the vehicle based on the vehicle speed.

[0120] Among them, the vehicle control unit can obtain the first actual longitudinal acceleration of the vehicle by differentiating based on the vehicle speed, that is . Among them, a x represents the first actual longitudinal acceleration; V x represents the vehicle speed.

[0121] In an alternative embodiment, the related description of the method for determining the vehicle speed can refer to the relevant description in the foregoing step S201, and will not be elaborated here.

[0122] S206. Correct the longitudinal acceleration collected by the acceleration sensor based on the acceleration correction data for the acceleration sensor, and determine the initial slope based on the first actual longitudinal acceleration and the corrected longitudinal acceleration.

[0123] In an alternative embodiment, when the vehicle control unit determines the initial slope based on the first actual longitudinal acceleration and the corrected longitudinal acceleration, the above formula (4) can be used. It should be noted that in this embodiment, a M in formula (4) represents the corrected longitudinal acceleration.

[0124] S207. Calculate the vehicle pitch angle based on the vehicle emergency state, vehicle mass, wheelbase, front suspension stiffness, rear suspension stiffness, center of mass height, and the first actual longitudinal acceleration, and use the difference between the initial slope and the vehicle pitch angle as the target slope of the road surface where the vehicle is located in the current cycle.

[0125] In an alternative embodiment, the vehicle controller may calculate the vehicle pitch angle using the foregoing formula (2) based on the vehicle emergency state, vehicle mass, wheelbase, front suspension stiffness, rear suspension stiffness, center of mass height, and the first actual longitudinal acceleration.

[0126] S208. Use the target slope determined in the first cycle among the N historical cycles before the current cycle as the target slope of the road surface where the vehicle is located in the current cycle.

[0127] Among them, N is set based on empirical values. The setting of N takes into account both real-time performance and stability. In this way, by maintaining the slope calculation value, the error caused by the pitch angle can be avoided, thereby improving the accuracy of the determined slope.

[0128] In the embodiments of the present application, the vehicle controller may, when determining that the vehicle is in the first driving state, correct the initial slope based on the vehicle pitch angle to obtain a more accurate target slope of the road surface where the vehicle is located in the current cycle, or, when determining that the vehicle is in the second driving state, use the target slope determined in the first cycle among the N historical cycles before the current cycle as the target slope of the road surface where the vehicle is located in the current cycle. In this way, since the driving state of the vehicle is combined in the process of determining the target slope of the road surface where the vehicle is located in the current cycle, the accuracy of the determined slope can be improved.

[0129] It should be understood that although the steps in the flowcharts involved in the above embodiments are displayed in sequence according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless there is a clear description in this article, the execution of these steps has no strict order limit, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily executed at the same moment, but can be executed at different moments. The execution order of these steps or stages is not necessarily sequential, but can be executed alternately or alternately with at least a part of other steps or steps in other steps.

[0130] Based on the same inventive concept, an embodiment of this application also provides a slope determination device for implementing the slope determination method involved above. The solution provided by this device to solve the problem is similar to the solution described in the above method. Therefore, the specific limitations in one or more embodiments of the slope determination device provided below can refer to the limitations on the slope determination method in the above text and will not be repeated here.

[0131] Please refer to Figure 3 , Figure 3 which is a schematic structural diagram of a slope determination device provided by an embodiment of this application. As Figure 3 shown, the slope determination device may include but is not limited to:

[0132] A determination module 301, configured to determine the initial slope of the road surface where the vehicle is located in the current cycle based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration collected by the acceleration sensor of the vehicle; the first actual longitudinal acceleration is determined based on the vehicle speed;

[0133] A determination and correction module 302, configured to determine the vehicle pitch angle when it is determined that the vehicle is in the first driving state, and correct the initial slope based on the vehicle pitch angle to obtain the target slope of the road surface where the vehicle is located in the current cycle;

[0134] Wherein, in the first driving state, the change rate of the wheel-end driving force of the vehicle is greater than the first preset driving force change rate threshold and less than or equal to the second preset driving force change rate threshold, or the vehicle speed jerk is greater than the first preset vehicle speed jerk threshold and less than or equal to the second preset vehicle speed jerk threshold.

[0135] In one embodiment, when the determination and correction module 302 is used to determine the vehicle pitch angle when it is determined that the vehicle is in the first driving state, it is specifically configured to: when it is determined that the vehicle is in the first driving state, input the vehicle's vehicle mass, wheelbase, front suspension stiffness, rear suspension stiffness, center of mass height, and the first actual longitudinal acceleration into a preset pitch angle calculation model to obtain the vehicle pitch angle.

[0136] In one embodiment, the determination module 301 is further configured to determine the target slope of the road surface where the vehicle is located in the current cycle based on the target slope determined in the historical cycle when it is determined that the vehicle is in the second driving state; wherein, in the second driving state, the change rate of the wheel-end driving force is greater than the second preset driving force change rate threshold, or the vehicle speed jerk is greater than the second preset vehicle speed jerk threshold.

[0137] In one embodiment, when determining module 301 is used to determine the target slope of the road surface where the vehicle is located in the current cycle based on the target slope determined in the historical cycle when it is determined that the vehicle is in the second driving state, it is specifically used for: when it is determined that the vehicle is in the second driving state, using the target slope determined in the first cycle among the N historical cycles before the current cycle as the target slope of the road surface where the vehicle is located in the current cycle; where N is a preset value and N is an integer greater than or equal to 1.

[0138] In one embodiment, determining module 301 is further used for: determining the wheel-end driving force based on the wheel-end torque and the tire rolling radius of the vehicle, and obtaining the change rate of the wheel-end driving force by taking the derivative based on the wheel-end driving force of the vehicle; obtaining the vehicle speed jerk by taking the second derivative based on the vehicle speed; when the change rate of the wheel-end driving force is greater than the first preset driving force change rate threshold and less than or equal to the second preset driving force change rate threshold, or when the vehicle speed jerk is greater than the first preset vehicle speed jerk threshold and less than or equal to the second preset vehicle speed jerk threshold, determining that the vehicle is in the first driving state.

[0139] In one embodiment, determining module 301 is further used for: when the change rate of the wheel-end driving force is greater than the second preset driving force change rate threshold, or when the vehicle speed jerk is greater than the second preset vehicle speed jerk threshold, determining that the vehicle is in the second driving state.

[0140] In one embodiment, when determining module 301 is used to determine the initial slope of the road surface where the vehicle is located in the current cycle based on the first actual longitudinal acceleration of the vehicle currently and the longitudinal acceleration collected by the acceleration sensor of the vehicle, it is specifically used for: obtaining the first actual longitudinal acceleration of the vehicle in the current cycle by taking the derivative based on the current vehicle speed; determining the initial slope of the road surface where the vehicle is located in the current cycle based on the first actual longitudinal acceleration and the longitudinal acceleration collected by the acceleration sensor of the vehicle.

[0141] In one embodiment, the device may further include an acquisition module. When determining module 301 is used to determine the initial slope of the road surface where the vehicle is located in the current cycle based on the first actual longitudinal acceleration of the vehicle currently and the longitudinal acceleration collected by the acceleration sensor of the vehicle, the acquisition module is used to acquire the first actual longitudinal acceleration of the vehicle currently and the longitudinal acceleration collected by the acceleration sensor of the vehicle; determining module 301 is used to correct the longitudinal acceleration based on the first correction data determined in advance for the acceleration sensor; the first correction data is determined based on the deviation value between the first historical longitudinal acceleration collected by the acceleration sensor of the vehicle in the historical cycle and the second historical longitudinal acceleration determined based on the GPS combined speed; determining the initial slope of the road surface where the vehicle is located in the current cycle based on the first actual longitudinal acceleration and the corrected longitudinal acceleration.

[0142] In one embodiment, the acquisition module is further configured to acquire the historical yaw angle of the vehicle in a historical period, the first historical longitudinal acceleration collected by an acceleration sensor, and the historical GPS combined speed; the determination module 301 is further configured to determine the historical centroid side slip angle based on the historical yaw angle; determine the historical GPS longitudinal speed of the historical period based on the historical centroid side slip angle and the historical GPS combined speed; take the derivative of the historical GPS longitudinal speed to obtain the second historical longitudinal acceleration corresponding to the GPS; determine the acceleration deviation between the first historical longitudinal acceleration and the second historical longitudinal acceleration, and use the acceleration deviation as the first correction data for the acceleration sensor.

[0143] In one embodiment, when the acquisition module is configured to acquire the historical yaw angle of the vehicle in a historical period, it is specifically configured to: acquire the first yaw angular velocity of the vehicle in the historical period collected by a yaw angular velocity sensor; integrate the first yaw angular velocity to obtain the first yaw angle of the vehicle in the historical period; add the first yaw angle to the second correction data for the yaw angle of the vehicle determined in advance to obtain the corrected yaw angle, and use the corrected yaw angle as the historical yaw angle of the vehicle in the historical period.

[0144] In one embodiment, the acquisition module is further configured to, before adding the first yaw angle to the second correction data for the yaw angle of the vehicle determined in advance to obtain the corrected yaw angle, when the vehicle is traveling straight or the steering wheel angle is less than a preset steering wheel angle threshold, acquire the second yaw angular velocity of the vehicle collected by the yaw angular velocity sensor and the heading angle of the vehicle collected by the GPS; integrate the second yaw angular velocity to obtain the second yaw angle corresponding to the vehicle; determine the yaw angle deviation between the heading angle and the second yaw angle, and use the yaw angle deviation as the second correction data for the yaw angle of the vehicle.

[0145] Each module in the above slope determination device can be implemented in whole or in part by software, hardware, and their combination. The above modules can be embedded in or independent of the processor in the computer device in the form of hardware, or stored in the memory in the vehicle control device in the form of software, so that the processor can call and execute the operations corresponding to the above respective modules.

[0146] In an exemplary embodiment, a new energy vehicle is provided, and its internal structure diagram can be as Figure 4As shown in the figure. The new energy vehicle 400 includes a processor 401, a memory 402, an input / output interface 403, a communication interface 404, a display unit 405, and an input device 406. Among them, the processor 401, the memory 402, and the input / output interface 403 are connected through a system bus 407. The communication interface 404, the display unit 405, and the input device 406 are connected to the system bus 407 through the input / output interface 403. Among them, the processor 401 of the new energy vehicle 400 is used to provide computing and control capabilities. The memory 402 of the new energy vehicle includes a non-volatile storage medium 4021 and an internal memory 4022. The non-volatile storage medium 4021 stores an operating system 4021a and a computer program 4021b. The internal memory 4022 provides an environment for the operation of the operating system 4021a and the computer program 4021b in the non-volatile storage medium 4021. The input / output interface 403 of the new energy vehicle 400 is used to exchange information between the processor 401 and external devices. The communication interface 404 of the new energy vehicle 400 is used to communicate with external terminals in a wired or wireless manner. The wireless manner can be implemented through WIFI, a mobile cellular network, NFC (Near Field Communication), or other technologies. The computer program, when executed by the processor, implements a slope determination method. The display unit 4051 of the new energy vehicle is used to form a visually visible picture, which can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen. The input device of the new energy vehicle can be a touch layer covering the display screen, or buttons, a trackball, or a touchpad set inside the new energy vehicle, etc.

[0147] Those skilled in the art can understand that Figure 4 the structure shown in the figure is only a block diagram of some structures related to the solution of the present application, and does not constitute a limitation on the new energy vehicle to which the solution of the present application is applied. The specific new energy vehicle may include more or fewer components than those shown in the figure, or combine some components, or have different component arrangements.

[0148] In an exemplary embodiment, the present application provides a new energy vehicle, including a memory and a processor. The memory stores a computer program; when the processor executes the computer program, the steps in the above-mentioned slope determination methods are implemented.

[0149] In an exemplary embodiment, the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by the processor, the steps in the above-mentioned slope determination methods are implemented.

[0150] In an exemplary embodiment, the present application provides a computer program product, including a computer program. When the computer program is executed by the processor, the steps in the above-mentioned slope determination methods are implemented.

[0151] It should be noted that the data involved in this application (including but not limited to the first actual longitudinal acceleration, longitudinal acceleration, initial slope, vehicle pitch angle, target slope, target slope determined in the historical period, etc.) are all information and data authorized by the user or fully authorized by all parties, and the collection, use, and processing of relevant data need to comply with relevant regulations.

[0152] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, database, or other medium used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The databases involved in the embodiments provided in this application can include at least one of relational databases and non-relational databases. Non-relational databases can include distributed databases based on blockchain, etc., without limitation. The processors involved in the embodiments provided in this application can be general-purpose processors, central processors, graphics processors, digital signal processors, programmable logic devices, data processing logics based on quantum computing, artificial intelligence (AI) processors, etc., without limitation.

[0153] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this application.

[0154] The above embodiments only express several implementation manners of this application, and their descriptions are relatively specific and detailed. However, it should not be construed as a limitation to the patent scope of this application. It should be noted that for those of ordinary skill in the art, without departing from the concept of this application, several modifications and improvements can still be made, and these all belong to the protection scope of this application. Therefore, the protection scope of this application should be subject to the appended claims.

Claims

1. A slope determination method, characterized in that: The method comprises: Determining an initial slope of a road surface on which the vehicle is located in a current period based on a current first actual longitudinal acceleration of the vehicle and a longitudinal acceleration acquired by an acceleration sensor of the vehicle; the first actual longitudinal acceleration is determined based on a vehicle speed of the vehicle; When it is determined that the vehicle is in the first driving state, determining a vehicle pitch angle, and correcting the initial slope based on the vehicle pitch angle to obtain a target slope of the road surface on which the vehicle is located in the current period; Among them, in the first driving state, the wheel end driving force change rate of the vehicle is greater than the first preset driving force change rate threshold and is less than or equal to the second preset driving force change rate threshold, or the vehicle speed jerkiness of the vehicle is greater than the first preset vehicle speed jerkiness threshold and is less than or equal to the second preset vehicle speed jerkiness threshold.

2. The method according to claim 1, characterized in that The step of determining the pitch angle of the vehicle when determining that the vehicle is in the first driving state includes: When it is determined that the vehicle is in the first driving state, the vehicle mass, wheelbase, front suspension stiffness, rear suspension stiffness, center of mass height and the first actual longitudinal acceleration of the vehicle are input into a preset pitch angle calculation model to obtain the vehicle pitch angle.

3. The method according to claim 1, characterized in that The method further comprises: In the case where it is determined that the vehicle is in the second driving state, determining a target slope of the road surface on which the vehicle is located in the current cycle based on a target slope determined in a historical cycle; Wherein, in the second driving state, the wheel end driving force change rate is greater than the second preset driving force change rate threshold, or the vehicle speed jerk is greater than the second preset vehicle speed jerk threshold.

4. The method according to claim 3, characterized in that In the case where it is determined that the vehicle is in the second driving state, determining the target slope of the road surface on which the vehicle is located in the current cycle based on the target slope determined in the historical cycle includes: When it is determined that the vehicle is in the second driving state, the target slope determined in the first cycle of N historical cycles before the current cycle is used as the target slope of the road surface on which the vehicle is located in the current cycle; wherein N is a preset value and N is an integer greater than or equal to 1.

5. The method according to claim 1, characterized in that: The method further comprises: Determining a wheel end driving force based on the wheel end torque and the tire rolling radius of the vehicle, and deriving a wheel end driving force change rate of the vehicle based on the wheel end driving force; Based on the vehicle speed, the second-order derivative is calculated to obtain the vehicle speed jerk of the vehicle.

6. The method according to claim 1, characterized in that The determining, based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration acquired by the acceleration sensor of the vehicle, the initial slope of the road surface on which the vehicle is located in the current cycle includes: Based on the current speed of the vehicle, deriving the first actual longitudinal acceleration of the vehicle in the current period; An initial slope of the road surface on which the vehicle is located in the current period is determined based on the first actual longitudinal acceleration and the longitudinal acceleration acquired by the acceleration sensor of the vehicle.

7. The method according to any one of claims 1 to 6, characterized in that: The determining, based on the current first actual longitudinal acceleration of the vehicle and the longitudinal acceleration acquired by the acceleration sensor of the vehicle, the initial slope of the road surface on which the vehicle is located in the current cycle includes: Acquiring a first actual longitudinal acceleration of the vehicle and a longitudinal acceleration acquired by an acceleration sensor of the vehicle; Based on predetermined first correction data for the acceleration sensor, the longitudinal acceleration is corrected; the first correction data is determined based on a deviation value between a first historical longitudinal acceleration collected by the acceleration sensor of the vehicle in a historical period and a second historical longitudinal acceleration determined based on a GPS combined velocity; An initial slope of the road surface on which the vehicle is located in a current cycle is determined based on the first actual longitudinal acceleration and the corrected longitudinal acceleration.

8. The method according to claim 7, characterized in that The first correction data is determined by: Acquire a historical yaw angle of the vehicle in the historical period, a first historical longitudinal acceleration collected by an acceleration sensor, and a historical GPS combined velocity; Based on the historical yaw angle, determining a historical center of mass sideslip angle; Determining the historical GPS longitudinal velocity of the historical period based on the historical center of mass sideslip angle and the historical GPS combined velocity; Derivative the historical GPS longitudinal velocity to obtain a second historical longitudinal acceleration corresponding to the GPS; An acceleration deviation between the first historical longitudinal acceleration and the second historical longitudinal acceleration is determined, and the acceleration deviation is used as the first correction data.

9. The method according to claim 8, characterized in that The acquiring of the historical yaw angle of the vehicle in the historical period comprises: Acquire a first yaw angular velocity of the vehicle in the historical period collected by a yaw angular velocity sensor; Integrating the first yaw angular velocity to obtain a first yaw angle of the vehicle in the historical period; The first yaw angle is added to second correction data for the yaw angle of the vehicle that is predetermined, to obtain a corrected yaw angle, and the corrected yaw angle is used as a historical yaw angle of the vehicle in the historical period.

10. The method according to claim 9, characterized in that The second correction data is determined by: Before adding the first yaw angle to the predetermined second correction data for the yaw angle of the vehicle to obtain the corrected yaw angle, when the vehicle is traveling in a straight line or the steering wheel angle is less than a preset steering wheel angle threshold, acquiring a second yaw angular velocity of the vehicle collected by the yaw angular velocity sensor and a heading angle of the vehicle collected by GPS; Integrating the second yaw angular velocity to obtain a second yaw angle corresponding to the vehicle; A yaw angle deviation between the heading angle and the second yaw angle is determined, and the yaw angle deviation is used as the second correction data.

11. A slope determination device, characterized in that: The device comprises: A determination module, configured to determine an initial slope of a road surface on which the vehicle is located in a current cycle based on a current first actual longitudinal acceleration of the vehicle and a longitudinal acceleration acquired by an acceleration sensor of the vehicle; the first actual longitudinal acceleration is determined based on a vehicle speed of the vehicle; A determination and correction module, configured to determine a vehicle pitch angle when it is determined that the vehicle is in a first driving state, and correct the initial slope based on the vehicle pitch angle to obtain a target slope of the road surface on which the vehicle is located in the current period; Among them, in the first driving state, the wheel end driving force change rate of the vehicle is greater than the first preset driving force change rate threshold and is less than or equal to the second preset driving force change rate threshold, or the vehicle speed jerkiness of the vehicle is greater than the first preset vehicle speed jerkiness threshold and is less than or equal to the second preset vehicle speed jerkiness threshold.

12. A new energy vehicle, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 10 are implemented.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 10 are implemented.

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