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 a first gradient of a road surface where a vehicle is located based on a current vehicle speed of the vehicle and a longitudinal acceleration collected by a sensor; determining a second gradient of the road surface where the vehicle is located based on the wheel end torque and the vehicle speed of the vehicle; under the condition that the second gradient meets a stable condition, a fusion factor used for fusing the first gradient and the second gradient is determined; and based on the first gradient, the second gradient and the fusion factor, determining a target gradient of the road surface where the vehicle is located. By adopting the method, the accuracy of the determined gradient can be improved.

Description

Technical Field

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

[0002] With the continuous updating of vehicle technology (such as new energy vehicles), it is very necessary to improve the safety of driving vehicles. However, during the driving process, if the slope of the current road on which 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 a problem that needs to be solved urgently. Summary of the invention

[0004] The 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, an embodiment of the present application provides a slope determination method, the method comprising:

[0006] Determine a first slope of a road surface on which the vehicle is located based on a current vehicle speed and a longitudinal acceleration acquired by a sensor;

[0007] Determining a second slope of the road surface on which the vehicle is located based on the wheel end torque and the vehicle speed of the vehicle;

[0008] When the second slope satisfies a stability condition, determining a fusion factor for fusing the first slope and the second slope;

[0009] A target slope of the road surface on which the vehicle is located is determined based on the first slope, the second slope, and the fusion factor.

[0010] In one embodiment, when the second slope satisfies a stability condition, a fusion factor for fusing the first slope and the second slope is determined, including: when the second slope satisfies the stability condition, based on the wheel-end driving force of the vehicle, deriving the rate of change of the wheel-end driving force, and based on the vehicle speed, taking the second-order derivative to obtain the jerk; based on the rate of change of the wheel-end driving force and the jerk, looking up a table to obtain the fusion factor for fusing the first slope and the second slope.

[0011] In one embodiment, the fusion factor is used to characterize the first weight corresponding to the second slope; based on the wheel end driving force change rate and the jerk, a table is looked up to obtain the fusion factor for fusing the first slope and the second slope, including: normalizing the wheel end driving force change rate and the jerk respectively to obtain the normalized wheel end driving force change rate and the normalized jerk; based on the maximum value of the normalized wheel end driving force change rate and the normalized jerk, a table is looked up to obtain the first weight corresponding to the second slope, and based on the first weight, the second weight corresponding to the first slope is determined; based on the first slope, the second slope and the fusion factor, the target slope of the road surface on which the vehicle is located is determined, including: based on the first slope, the second slope, the first weight and the second weight, the target slope of the road surface on which the vehicle is located is determined.

[0012] In one embodiment, a target slope of a road surface on which a vehicle is located is determined based on a first slope, a second slope, and a fusion factor, including: filtering the first slope to filter out static deviations in the first slope to obtain a processed first slope, and filtering the second slope to filter out fluctuation information in the second slope to obtain a processed second slope; based on the processed first slope, the processed second slope, and the fusion factor, the target slope of the road surface on which the vehicle is located is determined.

[0013] In one embodiment, a first slope of a road surface on which the vehicle is located is determined based on a current vehicle speed and a longitudinal acceleration acquired by a sensor, including: deriving an actual longitudinal acceleration of the vehicle based on the current vehicle speed; and determining the first slope of the road surface on which the vehicle is located based on the actual longitudinal acceleration and the longitudinal acceleration.

[0014] In one embodiment, a second slope of a road surface on which the vehicle is located is determined based on the wheel-end torque and vehicle speed of the vehicle, including: determining the wheel-end driving force based on the wheel-end torque and tire rolling radius of the vehicle; deriving the actual longitudinal acceleration of the vehicle based on the current vehicle speed; determining an intermediate value based on the wheel-end driving force, vehicle speed, actual longitudinal acceleration, and the force balance principle of the vehicle on the current slope, and inputting the intermediate value into a preset slope calculation model to obtain the second slope of the road surface on which the vehicle is located.

[0015] In one of the embodiments, the method further includes: based on the second slope, taking a derivative to obtain a slope change rate; and determining that the second slope satisfies a stability condition when the slope change rate is less than or equal to a preset slope change rate threshold within a preset time period.

[0016] In a second aspect, an embodiment of the present application provides a slope determination device, the device comprising:

[0017] A first slope determination module, configured to determine a first slope of a road surface on which the vehicle is located based on a current vehicle speed and a longitudinal acceleration acquired by a sensor;

[0018] A second slope determination module, used to determine a second slope of the road surface on which the vehicle is located based on the wheel end torque and the vehicle speed of the vehicle;

[0019] A fusion factor determination module, used for determining a fusion factor for fusing the first slope and the second slope when the second slope satisfies a stability condition;

[0020] The target slope determination module is used to determine the target slope of the road surface on which the vehicle is located based on the first slope, the second slope and the fusion factor.

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

[0022] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which implements the steps of the method described in the first aspect when the computer program is executed by a processor.

[0023] In a fifth aspect, the present application further provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the method described in the first aspect above.

[0024] The above slope determination method, device, new energy vehicle and storage medium, the new energy vehicle (hereinafter referred to as the vehicle) can determine the first slope of the road surface where the vehicle is located based on the current vehicle speed and the longitudinal acceleration collected by the sensor; determine the second slope of the road surface where the vehicle is located based on the wheel end torque and the vehicle speed of the vehicle; determine the fusion factor for fusing the first slope and the second slope when the second slope meets the stability condition; determine the target slope of the road surface where the vehicle is located based on the first slope, the second slope and the fusion factor. Using this method, the vehicle can realize the kinematic calculation of the slope based on the sensor information to obtain the first slope of the road surface where the vehicle is located; realize the dynamic calculation of the slope based on the wheel end torque and the vehicle speed principle to obtain the second slope of the road surface where the vehicle is located; fuse the first slope and the second slope to optimize the problem of insufficient real-time performance of the dynamic calculation value through the kinematic calculation value, and optimize the problem of pitch angle deviation of the kinematic calculation value through the dynamic calculation value, so that high-precision slope estimation can be achieved by fusing the first slope and the second slope, that is, the accuracy of the determined slope is 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 drawings required for use in the embodiments of the present application or related technical descriptions will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0026] Figure 1 is a flow chart of a slope determination method provided in an embodiment of the present application;

[0027] Figure 2 is a flow chart of another slope determination method provided in an embodiment of the present application;

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

[0029] Figure 4 It is a structural schematic diagram of a new energy vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used 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 longitudinal axis of the vehicle (ie, the direction in which the vehicle moves forward).

[0032] The slope determination method provided in the embodiment of the present application is described below.

[0033] See also Figure 1 , Figure 1 is a flow chart of a slope determination method provided in an embodiment of the present application. The method can be executed by a vehicle controller. Figure 1 As shown, the slope determination method may include but is not limited to the following steps:

[0034] S101. Determine a first slope of a road surface on which the vehicle is located based on a current vehicle speed and a longitudinal acceleration acquired by a sensor.

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

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

[0037] (1)

[0038] In formula (1), V x It 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 speed to vehicle speed.

[0039] The longitudinal acceleration may be acquired by the vehicle controller through an acceleration sensor in the vehicle.

[0040] Since the accuracy of the longitudinal acceleration collected by the acceleration sensor may be related to its posture, for example, when the vehicle is on a ramp, the sensor installed on the vehicle may be in a non-horizontal state, and the longitudinal acceleration measured by the sensor may not be accurate enough. Therefore, there may be a certain deviation between the longitudinal acceleration and the actual longitudinal acceleration calculated based on the vehicle speed, and the deviation is caused by the slope of the road on which the vehicle is located. Therefore, the vehicle controller can reversely calculate the first slope of the road on which the vehicle is currently located based on the longitudinal acceleration collected by the acceleration sensor and the actual longitudinal acceleration calculated by the vehicle speed.

[0041] In an optional embodiment, the first slope of the road surface on which the vehicle is located can be determined by the vehicle controller based on the longitudinal acceleration collected by the acceleration sensor and the actual longitudinal acceleration calculated by the vehicle speed, or it can be determined by the vehicle controller inputting the longitudinal acceleration collected by the acceleration sensor and the actual longitudinal acceleration calculated by the vehicle speed into the first slope calculation model, which is not limited here. Among them, the above-mentioned table includes a correspondence between multiple difference data (the difference between the longitudinal acceleration and the actual acceleration) and multiple first slopes. Optionally, the table can be a table preset in the vehicle controller, or it can be a table preset in a database and readable by the vehicle controller, etc., which is not limited here.

[0042] It can be understood that step S101 can be regarded as the vehicle controller calculating the slope of the road surface on which the vehicle is currently located based on kinematics.

[0043] S102: Determine a second slope of the road surface on which the vehicle is located based on the wheel end torque and the vehicle speed of the vehicle.

[0044] Among them, wheel-end torque refers to the torque applied to the wheels of the vehicle, which is usually transmitted to the wheels by the motor through the transmission system. It directly affects the acceleration performance, traction and braking effect of the vehicle. Optionally, the wheel-end torque can be obtained by the vehicle controller in real time or periodically.

[0045] In an optional embodiment, the vehicle controller determines the second slope of the road surface on which the vehicle is located based on the vehicle's wheel-end torque and vehicle speed. The second slope of the road surface on which the vehicle is located may be determined based on the vehicle's wheel-end torque, vehicle speed, and the force balance principle of the vehicle on the current slope.

[0046] In some embodiments, the force balance principle of the vehicle on the current slope can be realized based on slope resistance, rolling resistance, air resistance and acceleration resistance. In this case, step S202 can be regarded as the vehicle controller calculating the slope of the current road surface of the vehicle based on dynamics.

[0047] Among them, ramp resistance refers to the force that hinders the vehicle's forward movement due to the component of gravity along the ramp direction when the vehicle is driving on a ramp. Specifically, when a vehicle is driving on an inclined ramp, its own gravity will generate two components, one is the component perpendicular to the ramp, which is used to balance the support force of the ground; the other is the component along the ramp direction, which is the ramp resistance. When the vehicle is going uphill, the ramp resistance is opposite to the direction of the vehicle's travel, hindering the vehicle's forward movement. The vehicle needs to overcome the ramp resistance to move up; when going downhill, the ramp resistance is in the same direction as the vehicle's travel, which will cause the vehicle to have a tendency to accelerate downhill.

[0048] Among them, rolling resistance refers to the force that hinders the vehicle's progress due to the interaction between the tires and the road surface during the vehicle's driving.

[0049] Among them, acceleration resistance refers to the force that hinders the vehicle from increasing its speed during the acceleration process. In other words, acceleration resistance refers to the sum of various forces that hinder the acceleration of the vehicle that need to be overcome in order to increase the speed of the vehicle when the vehicle is accelerating.

[0050] Among them, air resistance refers to the force exerted by the air on the vehicle that hinders its forward movement when the vehicle moves in the air.

[0051] The force balance principle of the vehicle on the current ramp may be that the wheel end driving force of the vehicle is equal to the sum of the ramp resistance, rolling resistance, air resistance and acceleration resistance. Optionally, the wheel end driving force may be determined by the vehicle controller based on the wheel end torque of the vehicle.

[0052] Optionally, during the driving process of the vehicle, the vehicle controller can obtain multiple status information of the vehicle in real time or periodically, such as vehicle speed, acceleration, etc., and then the vehicle controller can determine the current corresponding air resistance and acceleration resistance of the vehicle based on one or more of the multiple status information. Among them, air resistance is related to vehicle speed and frontal area, and acceleration resistance is related to acceleration. Since ramp resistance and rolling resistance are both related to the slope, the vehicle controller can infer the slope of the current road surface (i.e., the second slope) of the vehicle based on the wheel end torque, vehicle speed and the force balance principle of the vehicle on the current slope.

[0053] It should be noted that in actual application, the execution order of step S101 and step S102 is not necessarily in the order indicated by the arrows. For example, the vehicle controller may first execute step S101 and then execute step S102; or it may first execute step S102 and then execute step S101.

[0054] Optionally, the number of executions of step S101 and step S102, that is, the number of times the first slope is calculated and the number of times the second slope is calculated, may be the same or different.

[0055] S103: When the second slope satisfies a stability condition, determine a fusion factor for fusing the first slope and the second slope.

[0056] In an optional implementation, during vehicle driving, the vehicle controller may calculate the second slope in real time, and match the calculated second slope with the second slope stability condition to determine whether the currently calculated second slope satisfies the stability condition. When determining that the currently calculated second slope satisfies the stability condition, the vehicle controller may determine a fusion factor for fusing the first slope and the second slope to achieve high-precision slope estimation.

[0057] S104: Determine a target slope of the road surface on which the vehicle is located based on the first slope, the second slope, and the fusion factor.

[0058] In an optional embodiment, the vehicle controller determines the target slope of the road surface on which the vehicle is located based on the first slope, the second slope and the fusion factor. The first slope, the second slope and the fusion factor may be input into a preset slope fusion calculation model to obtain the target slope of the road surface on which the vehicle is located.

[0059] In the embodiment of the present application, the vehicle controller can determine the first slope of the road surface on which the vehicle is located based on the current vehicle speed and the longitudinal acceleration collected by the sensor; determine the second slope of the road surface on which the vehicle is located based on the wheel end torque and the vehicle speed of the vehicle; determine the fusion factor for fusing the first slope and the second slope when the second slope meets the stability condition; determine the target slope of the road surface on which the vehicle is located based on the first slope, the second slope and the fusion factor. Using this method, the vehicle controller can realize the kinematic calculation of the slope based on the sensor information to obtain the first slope of the road surface on which the vehicle is located; realize the dynamic calculation of the slope based on the wheel end torque and the vehicle speed to obtain the second slope of the road surface on which the vehicle is located; fuse the first slope and the second slope to optimize the problem of insufficient real-time performance of the dynamic calculation value through the kinematic calculation value, and optimize the problem of pitch angle deviation of the kinematic calculation value through the dynamic calculation value, so that high-precision slope estimation can be achieved by fusing the first slope and the second slope, that is, the accuracy of the determined slope is improved.

[0060] In an optional embodiment, Figure 1 In the slope determination method shown, the vehicle controller determines the first slope of the road surface on which the vehicle is located based on the current vehicle speed and the longitudinal acceleration collected by the sensor, which may include: deriving the actual longitudinal acceleration of the vehicle based on the current vehicle speed; and determining the first slope of the road surface on which the vehicle is located based on the actual longitudinal acceleration and the longitudinal acceleration collected by the sensor.

[0061] The sensor collects the overall longitudinal acceleration of the vehicle in actual motion, and the actual longitudinal acceleration of the vehicle is the acceleration generated by the vehicle's own power and other resistance factors. Since the component 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 vehicle acceleration (i.e. the actual longitudinal acceleration determined based on the vehicle speed (denoted as a x )) and the acceleration caused by gravity along the slope The sum of ; Wherein, g represents the acceleration due to gravity. Therefore, in some embodiments, when the vehicle controller determines the first slope of the road surface on which the vehicle is located based on the actual longitudinal acceleration and the longitudinal acceleration collected by the sensor, the following formula (2) may be used.

[0062] (2)

[0063] In formula (2), It represents the first slope of the road where the vehicle is located (unit: degree); a M It represents the longitudinal acceleration collected by the sensor; a xIt represents the actual longitudinal acceleration; V x Indicates the vehicle speed.

[0064] In some embodiments, when the vehicle controller determines the first slope of the road surface on which the vehicle is located based on the actual longitudinal acceleration and the longitudinal acceleration collected by the 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 on which the vehicle is located in the current cycle.

[0065] Optionally, the vehicle controller may pre-establish a correspondence table (referred to as a first correspondence table) based on multiple sets of difference data (differences between longitudinal acceleration and the first actual acceleration) and slope input by the user, wherein the correspondence table includes correspondences between multiple sets of difference data and slopes. Exemplarily, the first correspondence table may be shown in Table 1 below.

[0066] Table 1 The first correspondence table

[0067]

[0068] Among them, a positive slope indicates an uphill slope, and a negative slope indicates a downhill slope. It can be seen from Table 1 above that the greater the absolute value of the difference between the longitudinal acceleration and the actual acceleration, the greater the first slope of the road surface on which the vehicle is located; the smaller the absolute value of the difference between the longitudinal acceleration and the actual acceleration, the smaller the first slope of the road surface on which the vehicle is located. By looking up the table, the initial slope of the road surface on which the vehicle is located in the current cycle can be determined simply and efficiently.

[0069] By adopting this implementation, the vehicle controller can quickly determine the first slope of the road surface on which the vehicle is located in the current cycle.

[0070] In an optional embodiment, Figure 1 In the slope determination method shown, the vehicle controller determines the second slope of the road surface on which the vehicle is located based on the wheel-end torque and vehicle speed of the vehicle, which may include: determining the wheel-end driving force based on the wheel-end torque and tire rolling radius of the vehicle; deriving the actual longitudinal acceleration of the vehicle based on the current vehicle speed; determining an intermediate value based on the wheel-end driving force, vehicle speed, actual longitudinal acceleration, and the force balance principle of the vehicle on the current slope, and inputting the intermediate value into a preset slope calculation model to obtain the second slope of the road surface on which the vehicle is located.

[0071] In some embodiments, the vehicle controller may use the following formula (3) when determining the wheel-end driving force based on the wheel-end torque and tire rolling radius of the vehicle.

[0072] (3)

[0073] In formula (3), F xIt represents the wheel end driving force; T x represents the wheel end torque; r represents the tire rolling radius.

[0074] In some embodiments, when the vehicle controller determines the intermediate value based on the wheel-end driving force, vehicle speed, actual longitudinal acceleration, and the force balance principle of the vehicle on the current slope, it can first determine the initial intermediate value based on the wheel-end driving force, vehicle speed, actual longitudinal acceleration, and the force balance principle of the vehicle on the current slope, and then calculate the intermediate value based on the initial intermediate value using the least squares method.

[0075] In some embodiments, the force balance principle of the vehicle on the current slope can be expressed as the following formula (4).

[0076] (4)

[0077] In formula (4), F x It represents the wheel end driving force; f 空气 represents the air resistance; f 加速 It represents the acceleration resistance; f 坡道 represents the slope resistance; f 滚动 It represents rolling resistance.

[0078] Optionally, the vehicle controller may use the following formulas (5) to (8) when determining the initial intermediate value based on the wheel-end driving force, vehicle speed, actual longitudinal acceleration, and the force balance principle of the vehicle on the current slope.

[0079] (5)

[0080] (6)

[0081] (7)

[0082] (8)

[0083] In formulas (5) to (8), F x It represents the wheel end driving force (unit: Newton (N)), recorded as A; B represents the air resistance f 空气 (Unit: N) and acceleration resistance f 加速 (unit: N) and m represents the total vehicle mass (unit: kg); a x It represents the actual longitudinal acceleration (unit: m / s 2 ); ρ represents the constant 1.2258; C d It represents the air resistance coefficient; S represents the windward area of ​​the vehicle (unit: square meters (m 2 ));Vx represents the vehicle speed (unit: km / h); C represents the slope resistance f 坡道 (Unit: N) and rolling resistance f 滚动 (unit: N) is the initial intermediate value; g represents the acceleration due to gravity (unit: m / s 2 ); It represents the second slope; f represents the rolling resistance coefficient.

[0084] Optionally, when the vehicle controller calculates the intermediate value based on the initial intermediate value using the least squares method, the following formulas (9) to (11) may be used.

[0085] (9)

[0086] (10)

[0087] (11)

[0088] In formulas (9) to (11), It represents the estimated value of the second intermediate value after the kth iteration; It represents the estimated value of the second intermediate value after the k-1th iteration; L(k) represents the gain; A(k) represents the wheel-end driving force after the k-th iteration; B(k) represents the sum of the acceleration resistance and the air resistance after the k-th iteration; P(k) represents the error covariance after the k-th iteration; P(k-1) represents the error covariance after the k-1th iteration; λ represents the forgetting factor; k∈[1, K], K is the preset value.

[0089] The intermediate value obtained after the first iteration is the initial intermediate value; the intermediate value obtained after the Kth iteration is (It can also be written as ) is to calculate the intermediate value based on the least squares method with forgetting factor.

[0090] Optionally, the vehicle controller calculates the intermediate value containing the slope information by the least squares method. Afterwards, the intermediate value can be input into a preset slope calculation model, such as the following formula (12), to determine the second slope of the road surface on which the vehicle is located.

[0091] (12)

[0092] In formula (12), It represents the second slope of the road where the vehicle is located (unit: degree); It represents the second intermediate value; m represents the vehicle mass (unit: kilogram); g represents the acceleration due to gravity (unit: m / s 2); f represents the rolling resistance coefficient.

[0093] In this implementation, the vehicle controller accurately determines the second slope of the road surface on which the vehicle is located through dynamic calculations.

[0094] In an optional embodiment, Figure 1 In the slope determination method shown, the vehicle controller determines a fusion factor for fusing the first slope and the second slope when the second slope satisfies a stability condition, which may include: when the second slope satisfies a stability condition, based on the wheel-end driving force of the vehicle, deriving the rate of change of the wheel-end driving force, and based on the vehicle speed, taking the second-order derivative to obtain the jerk; based on the rate of change of the wheel-end driving force and the jerk, looking up a table to obtain the fusion factor for fusing the first slope and the second slope.

[0095] Among them, jerk is the rate of change of acceleration, which is a physical quantity that describes how fast the acceleration changes over time.

[0096] In some embodiments, the wheel-end driving force of the vehicle may be determined by the vehicle controller based on the wheel-end torque of the vehicle and the tire rolling radius using the above formula (3).

[0097] In some embodiments, the fusion factor is used to characterize the first weight corresponding to the second slope; the vehicle controller, based on the wheel-end driving force change rate and the jerk, looks up a table to obtain a fusion factor for fusing the first slope and the second slope, which may include: normalizing the wheel-end driving force change rate and the jerk respectively to obtain the normalized wheel-end driving force change rate and the normalized jerk; based on the maximum value of the normalized wheel-end driving force change rate and the normalized jerk, looking up a table to obtain the first weight corresponding to the second slope, and based on the first weight, determining the second weight corresponding to the first slope; the vehicle controller determines the target slope of the road surface on which the vehicle is located based on the first slope, the second slope and the fusion factor, which may include: determining the target slope of the road surface on which the vehicle is located based on the first slope, the second slope, the first weight and the second weight.

[0098] Among them, if the wheel-end driving force change rate is greater than the preset driving force change rate threshold, it means that the driver's driving behavior is in an emergency motion demand. In this case, the vehicle controller can determine that the vehicle is in a non-steady-state stage; or, if the jerkiness is greater than the preset jerkiness threshold, it means that the vehicle is in an emergency motion demand. In this case, the vehicle controller can determine that the vehicle is in a non-steady-state stage. When the vehicle is in a non-steady-state stage, the vehicle controller can assign a heavier weight to the first slope to determine the target slope of the road on which the vehicle is located, so that the determined target slope has better robustness.

[0099] If the wheel-end driving force change rate is less than or equal to the preset driving force change rate threshold, it means that the driver's driving behavior is in a non-emergency movement demand. In this case, the vehicle controller can determine that the vehicle is in a steady state; or, if the jerk is less than or equal to the preset jerk threshold, it means that the vehicle is in a non-emergency movement demand. In this case, the vehicle controller can determine that the vehicle is in a steady state. When the vehicle is in a steady state, the vehicle controller can assign a heavier weight to the second slope to determine the target slope of the road on which the vehicle is located, so that the determined target slope is more accurate.

[0100] Optionally, the table mentioned above may be a table preset in the vehicle controller (referred to as the second correspondence table), or a table preset in a database and readable by the vehicle controller (referred to as the second correspondence table), etc., which is not limited here. Exemplarily, the second correspondence table may be shown in Table 2 below.

[0101] Table 2 Second correspondence table

[0102]

[0103] It can be seen from Table 2 above that the larger the maximum values ​​of the normalized wheel-end driving force change rate and the normalized jerk are, the smaller the determined fusion factor, that is, the first weight corresponding to the second slope is, which means that the vehicle controller places more emphasis on using the first slope to determine the target slope of the road surface on which the vehicle is located; conversely, the smaller the maximum values ​​of the normalized wheel-end driving force change rate and the normalized jerk are, the larger the determined fusion factor, that is, the first weight corresponding to the second slope is, which means that the vehicle controller places more emphasis on using the second slope to determine the target slope of the road surface on which the vehicle is located.

[0104] In some embodiments, when the vehicle controller determines the target slope of the road surface on which the vehicle is located based on the first slope, the second slope, the first weight, and the second weight, the following formula (13) may be used.

[0105] (13)

[0106] In formula (13), It represents the target slope of the road on which the vehicle is located (unit: degree); It represents the first slope of the road where the vehicle is located (unit: degree); It represents the second slope of the road where the vehicle is located (unit: degree); It represents the first weight (also called fusion factor); It represents the second weight.

[0107] In some embodiments, the vehicle controller can also derive the slope change rate based on the second slope; if the slope change rate is less than or equal to a preset slope change rate threshold within a preset time period, it is determined that the second slope meets the stability condition.

[0108] For example, assuming that the duration of the preset time period is 10s, the preset slope change rate threshold is 0.5, the slope change rate obtained by the vehicle controller based on the derivation of the second slope is 0.4, and the slope change rate value within 10s is 0.4. In this case, the vehicle controller can determine that the slope change rate of 0.4 within 10s is less than the preset slope change rate threshold of 0.5. At this time, the vehicle controller can determine that the second slope meets the stability condition.

[0109] In this embodiment, the vehicle controller can simply and quickly determine the fusion factor used to fuse the first slope and the second slope by looking up a table. Thus, based on the first slope, the second slope and the fusion factor, high-precision slope estimation can be achieved, thereby improving the accuracy of the determined slope.

[0110] In an optional embodiment, Figure 1 In the slope determination method shown, the vehicle controller determines the target slope of the road surface on which the vehicle is located based on the first slope, the second slope and the fusion factor, which may include: filtering the first slope to filter out the static deviation in the first slope to obtain a processed first slope, and filtering the second slope to filter out the fluctuation information in the second slope to obtain a processed second slope; based on the processed first slope, the processed second slope and the fusion factor, determining the target slope of the road surface on which the vehicle is located.

[0111] Optionally, the vehicle controller performs filtering processing on the first slope to filter out the static deviation in the first slope to obtain the processed first slope, and the static deviation that may exist in the first slope may be filtered based on a preset high-pass filter to obtain the processed first slope. Since the kinematic calculation of the slope is highly real-time, there may be static deviations in the longitudinal acceleration collected by the sensor, which may result in static deviations in the first slope calculated based on kinematics. Therefore, the vehicle controller performs filtering processing on the static deviation that may exist in the first slope based on a preset high-pass filter to obtain a more accurate first slope.

[0112] Optionally, when the vehicle controller filters the static deviation in the first slope based on a preset high-pass filter to obtain the processed first slope, the following formula (14) may be used.

[0113] (14)

[0114] In formula (14), It represents the first slope after processing at the current moment; It represents the first slope after processing at the last moment; β represents the filter coefficient for the first slope; It represents the first slope input at the current moment.

[0115] Optionally, the vehicle controller performs filtering processing on the second slope to filter out fluctuation information in the second slope to obtain a processed second slope, and the filtering processing may be based on a preset low-pass filter to filter the fluctuation information that may exist in the second slope to obtain the processed second slope. Since the dynamically calculated slope is more suitable for slope calculation when the vehicle is in a steady-state stage, and even if the vehicle is in a steady-state stage, the data obtained by the vehicle controller for determining the second slope may also fluctuate, therefore, the vehicle controller performs filtering processing on the fluctuation information that may exist in the second slope based on a preset low-pass filter to obtain a more accurate second slope.

[0116] Optionally, when the vehicle controller filters the fluctuation information in the second slope based on a preset low-pass filter to obtain the processed second slope, the following formula (15) may be used.

[0117] (15)

[0118] In formula (15), represents the second slope after processing at the current moment; γ represents the filter coefficient for the second slope; It represents the second slope after processing at the previous moment; It represents the second slope input at the current moment; It represents the second slope input at the last moment.

[0119] In some embodiments, the vehicle controller may determine the target slope of the road surface on which the vehicle is located based on the processed first slope, the processed second slope, and the fusion factor using the following formula (16).

[0120] (16)

[0121] In formula (16), It indicates the target slope of the road on which the vehicle is located; It represents the first slope after processing (i.e. the first slope after the above filtering process); It represents the second slope after processing (i.e. the second slope after the above filtering process); It represents the fusion factor.

[0122] By adopting this implementation mode, the vehicle controller can filter the static deviation in the first slope to obtain a more accurate first slope, and filter the fluctuation information in the second slope to obtain a more accurate second slope. Thus, based on the more accurate first slope and the more accurate second slope, a more accurate target slope of the road surface on which the vehicle is located can be determined.

[0123] Combine the following Figure 2 , the overall process of the slope determination method provided in the embodiment of the present application is described. Figure 2 , Figure 2 FIG. 1 is a flow chart of another slope determination method provided in an embodiment of the present application, which can be executed by a vehicle controller. Figure 2 As shown, the slope determination method may include but is not limited to the following steps.

[0124] S201, real-time monitoring of vehicle speed V x , gear position, sensor collects longitudinal acceleration a M , vehicle mass m and wheel end torque T x .

[0125] S202, based on vehicle speed V x Calculate the actual longitudinal acceleration a of the vehicle x .

[0126] In an optional implementation, the method for determining the vehicle speed may refer to the description in the aforementioned step S201 and will not be repeated here.

[0127] In an optional implementation, the vehicle controller may obtain the actual longitudinal acceleration of the vehicle by deriving the vehicle speed, that is, , where a x It represents the actual longitudinal acceleration of the vehicle (unit: m / s 2 ); V x It indicates the vehicle speed (unit: km / h).

[0128] S203, based on the actual longitudinal acceleration a x , the sensor collects the longitudinal acceleration a M , calculate the first slope using the kinematic formula .

[0129] In an optional embodiment, the vehicle controller may be based on the actual longitudinal acceleration a x , the sensor collects the longitudinal acceleration a M , use the above formula (2) to determine the first slope .

[0130] S204, based on wheel end torque T xCalculate the wheel end driving force F x .

[0131] In an optional embodiment, the vehicle controller may be based on the wheel end torque T x , use the above formula (3) to determine the wheel end driving force F x .

[0132] S205, based on wheel end driving force F x , vehicle speed V x , actual longitudinal acceleration a x , the second slope is calculated by dynamics and least squares method .

[0133] In an optional embodiment, the vehicle controller may be based on the wheel end driving force F x , vehicle speed V x , actual longitudinal acceleration a x , use the above formulas (5) to (12) to determine the second slope .

[0134] S206, based on the second slope Calculates the rate of change of slope.

[0135] In an optional embodiment, the vehicle controller can Taking the derivative, we get the slope change rate, which is ,in, It represents the rate of change of slope.

[0136] S207. Establish a dynamic calculation slope value update mechanism based on the slope change rate.

[0137] When the vehicle is in a steady state, the second slope calculated based on dynamics The accuracy is guaranteed.

[0138] In an optional implementation, the vehicle controller may determine to output the second slope when the following conditions are met: : The slope change rate within the preset time period does not exceed the preset slope change rate threshold. If the slope change rate within the preset time period does not exceed the preset slope change rate threshold, it means that the vehicle is in a steady state stage. In this case, the vehicle controller can output the second slope.

[0139] S208, based on vehicle speed V x Calculate the jerk and, based on the wheel end drive force F x Calculate the rate of change of wheel end driving force.

[0140] In an optional implementation, the vehicle controller is based on the vehicle speed V xTo calculate the jerk, we can take the second derivative of the vehicle speed to get the jerk, that is, , where j x It indicates the jerk.

[0141] In an optional implementation, the vehicle controller is based on the wheel end driving force F x Calculate the wheel end driving force change rate, which can be the wheel end driving force F x Derivative, we get the rate of change of the wheel end driving force, that is, ,in, It represents the rate of change of wheel end driving force.

[0142] S209: Calculate a fusion factor based on the wheel end driving force change rate and jerk.

[0143] The basic principle is as follows:

[0144] If any of the following conditions is met, it means that the vehicle is in a non-steady-state stage, and kinematic calculation is used first: (1) The wheel-end driving force change rate is greater than the preset driving force change rate threshold, which means that the driver is in an emergency motion demand; (2) The jerk is greater than the preset jerk threshold, which means that the vehicle is in an emergency motion state.

[0145] If all of the following conditions are met, the vehicle is in a steady state and dynamic calculation is used first: (1) The wheel-end driving force change rate is less than or equal to the preset driving force change rate threshold, indicating that the driver is in a non-emergency motion demand; (2) The jerk is less than or equal to the preset jerk threshold, indicating that the vehicle is in a non-emergency motion state.

[0146] Optionally, the vehicle controller calculates the fusion factor based on the wheel-end driving force change rate and jerkiness, and may normalize the wheel-end driving force change rate and jerkiness respectively, convert them into percentages, and take the larger value of the two after conversion as the horizontal coordinate to look up a table (for example, Table 2 in the previous text) to determine the fusion factor.

[0147] S210, for the first slope and the second slope Perform filtering processing respectively to obtain the first slope after processing and the second slope after treatment .

[0148] Since the kinematic calculation of the slope is highly real-time, there may be static deviations in the longitudinal acceleration collected by the sensor, which may lead to static deviations in the first slope calculated based on the kinematics. Therefore, the vehicle controller may pre-set a high-pass filter to filter the static deviation in the first slope, thereby obtaining a more accurate first slope. Optionally, the vehicle controller may use the above formula (14) to filter the first slope to obtain the processed first slope (denoted as ).

[0149] Since the dynamic calculation slope is more suitable for slope calculation when the vehicle is in a steady state, even if the vehicle is in a steady state, the data obtained by the vehicle controller for determining the second slope may fluctuate. Therefore, the vehicle controller can pre-set a low-pass filter to filter the fluctuation information in the second slope, so as to obtain a more accurate second slope. Optionally, the vehicle controller can use the above formula (15) to filter the second slope to obtain the processed second slope (denoted as ).

[0150] S211, based on the processed first slope , the second slope after treatment and fusion factors to determine the target slope of the road on which the vehicle is located .

[0151] In an optional embodiment, the vehicle controller may be based on the processed first slope , the second slope after treatment And the fusion factor, the above formula (16) is used to determine the target slope of the road where the vehicle is located .

[0152] In an embodiment of the present application, the vehicle controller can implement kinematic calculation of the slope based on sensor information to obtain a first slope of the road surface on which the vehicle is located; implement dynamic calculation of the slope based on the wheel-end torque, vehicle speed and the force balance principle of the vehicle on the current slope to obtain a second slope of the road surface on which the vehicle is located; merge the first slope and the second slope to optimize the problem of insufficient real-time performance of the dynamic calculation value through the kinematic calculation value, and optimize the problem of pitch angle deviation of the kinematic calculation value through the dynamic calculation value, thereby, by fusing the first slope and the second slope, a high-precision slope estimation can be achieved, that is, the accuracy of the determined slope is improved.

[0153] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0154] Based on the same inventive concept, the embodiment of the present application also provides a slope determination device for implementing the slope determination method involved above. The implementation solution provided by the device to solve the problem is similar to the implementation solution recorded in the above method, so the specific limitations in one or more slope determination device embodiments provided below can refer to the limitations of the slope determination method above, and will not be repeated here.

[0155] See also Figure 3 , Figure 3 Schematic diagram of a slope determination device provided in an embodiment of the present application. Figure 3 As shown, the slope determination device may include but is not limited to:

[0156] A first slope determination module 301 is used to determine a first slope of a road surface on which the vehicle is located based on a current vehicle speed and a longitudinal acceleration acquired by a sensor;

[0157] A second slope determination module 302, configured to determine a second slope of a road surface on which the vehicle is located based on the wheel end torque and the vehicle speed of the vehicle;

[0158] A fusion factor determination module 303, used to determine a fusion factor for fusing the first slope and the second slope when the second slope meets a stability condition;

[0159] The target slope determination module 304 is used to determine the target slope of the road surface on which the vehicle is located based on the first slope, the second slope and the fusion factor.

[0160] In one embodiment, when the fusion factor determination module 303 is used to determine the fusion factor for fusing the first slope and the second slope when the second slope satisfies the stability condition, it is specifically used to: when the second slope satisfies the stability condition, based on the wheel-end driving force of the vehicle, derive the wheel-end driving force change rate, and based on the vehicle speed, calculate the second-order derivative to obtain the jerk; based on the wheel-end driving force change rate and the jerk, look up the table to obtain the fusion factor for fusing the first slope and the second slope.

[0161] In one embodiment, the fusion factor is used to characterize the first weight corresponding to the second slope; when the fusion factor determination module 303 is used to look up a table to obtain a fusion factor for fusing the first slope and the second slope based on the wheel-end driving force change rate and the jerk, it is specifically used to: normalize the wheel-end driving force change rate and the jerk respectively to obtain the normalized wheel-end driving force change rate and the normalized jerk; based on the maximum value of the normalized wheel-end driving force change rate and the normalized jerk, look up a table to obtain the first weight corresponding to the second slope, and determine the second weight corresponding to the first slope based on the first weight; when the target slope determination module 304 is used to determine the target slope of the road surface on which the vehicle is located based on the first slope, the second slope and the fusion factor, it is specifically used to: determine the target slope of the road surface on which the vehicle is located based on the first slope, the second slope, the first weight and the second weight.

[0162] In one embodiment, when the target slope determination module 304 is used to determine the target slope of the road surface on which the vehicle is located based on the first slope, the second slope and the fusion factor, it is specifically used to: filter the first slope to filter out the static deviation in the first slope to obtain a processed first slope, and filter the second slope to filter out the fluctuation information in the second slope to obtain a processed second slope; determine the target slope of the road surface on which the vehicle is located based on the processed first slope, the processed second slope and the fusion factor.

[0163] In one embodiment, when the first slope determination module 301 is used to determine the first slope of the road surface on which the vehicle is located based on the current speed of the vehicle and the longitudinal acceleration collected by the sensor, it is specifically used to: derive the actual longitudinal acceleration of the vehicle based on the current speed of the vehicle; and determine the first slope of the road surface on which the vehicle is located based on the actual longitudinal acceleration and the longitudinal acceleration.

[0164] In one embodiment, when the second slope determination module 302 is used to determine the second slope of the road surface on which the vehicle is located based on the wheel-end torque and the vehicle speed of the vehicle, it is specifically used to: determine the wheel-end driving force based on the wheel-end torque and the tire rolling radius of the vehicle; derive the actual longitudinal acceleration of the vehicle based on the current vehicle speed; determine the intermediate value based on the wheel-end driving force, the vehicle speed, the actual longitudinal acceleration, and the force balance principle of the vehicle on the current slope, and input the intermediate value into a preset slope calculation model to obtain the second slope of the road surface on which the vehicle is located.

[0165] In one embodiment, the device may also include a judgment module, which is used to derive the slope change rate based on the second slope; if the slope change rate is less than or equal to a preset slope change rate threshold within a preset time period, it is determined that the second slope meets the stability condition.

[0166] Each module in the above-mentioned slope determination device can be implemented in whole or in part by software, hardware or a combination thereof. Each module can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in a vehicle control device in the form of software, so that the processor can call and execute the operations corresponding to each module.

[0167] In an exemplary embodiment, a new energy vehicle is provided, and its internal structure diagram can be as follows: Figure 4As shown. 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, and 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 an external device. The communication interface 404 of the new energy vehicle 400 is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be realized through WIFI, mobile cellular network, NFC (near field communication) or other technologies. When the computer program is executed by the processor, a slope determination method is implemented. 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 covered on the display screen, or it can be a button, trackball or touchpad set in the new energy vehicle.

[0168] Those skilled in the art will understand that Figure 4 The structure shown in the figure is only a block diagram of a part of the structure related to the scheme of the present application, and does not constitute a limitation on the new energy vehicle to which the scheme of the present application is applied. A specific new energy vehicle may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0169] In an exemplary embodiment, the present application provides a new energy vehicle, including a memory and a processor, wherein the memory stores a computer program; when the processor executes the computer program, the steps in the above-mentioned slope determination method are implemented.

[0170] 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 a processor, the steps in the above-mentioned slope determination methods are implemented.

[0171] In an exemplary embodiment, the present application provides a computer program product, including a computer program. When the computer program is executed by a processor, the steps in the above-mentioned slope determination methods are implemented.

[0172] It should be noted that the data involved in this application (including but not limited to vehicle speed, longitudinal acceleration, first slope, wheel-end torque, second slope, fusion factor, target slope, 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 must comply with relevant regulations.

[0173] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and 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-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present 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), magnetic 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. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., but are not limited to this.

[0174] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, 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, they should be considered to be within the scope of this application.

[0175] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A slope determination method, characterized in that: The method comprises: Determining a first slope of a road surface on which the vehicle is located based on a current vehicle speed and a longitudinal acceleration acquired by a sensor; Determining a second slope of a road surface on which the vehicle is located based on the wheel end torque of the vehicle and the vehicle speed; When the second slope satisfies a stability condition, determining a fusion factor for fusing the first slope and the second slope; A target slope of the road surface on which the vehicle is located is determined based on the first slope, the second slope, and the fusion factor.

2. The method according to claim 1, characterized in that When the second slope satisfies a stability condition, determining a fusion factor for fusing the first slope and the second slope includes: When the second slope satisfies a stable condition, a wheel end driving force change rate is obtained by taking a derivative based on the wheel end driving force of the vehicle, and a jerk is obtained by taking a second-order derivative based on the vehicle speed; Based on the wheel end driving force change rate and the jerk, a fusion factor for fusing the first slope and the second slope is obtained by looking up a table.

3. The method according to claim 2, characterized in that The fusion factor is used to characterize the first weight corresponding to the second slope; Based on the wheel end driving force change rate and the jerk, a fusion factor for fusing the first slope and the second slope is obtained by looking up a table, including: Normalizing the wheel end driving force change rate and the jerk respectively to obtain a normalized wheel end driving force change rate and a normalized jerk; Based on the maximum value of the normalized wheel end driving force change rate and the normalized jerk, looking up a table to obtain a first weight corresponding to the second slope, and based on the first weight, determining a second weight corresponding to the first slope; Determining a target slope of the road surface on which the vehicle is located based on the first slope, the second slope, and the fusion factor includes: A target slope of the road surface on which the vehicle is located is determined based on the first slope, the second slope, the first weight, and the second weight.

4. The method according to claim 1, characterized in that: Determining a target slope of the road surface on which the vehicle is located based on the first slope, the second slope, and the fusion factor includes: Performing filtering processing on the first slope to filter out static deviation in the first slope to obtain a processed first slope, and performing filtering processing on the second slope to filter out fluctuation information in the second slope to obtain a processed second slope; A target slope of the road surface on which the vehicle is located is determined based on the processed first slope, the processed second slope, and the fusion factor.

5. The method according to claim 1, characterized in that Determining a first slope of a road surface on which the vehicle is located based on a current vehicle speed and a longitudinal acceleration acquired by a sensor, comprising: Based on the current speed of the vehicle, deriving the actual longitudinal acceleration of the vehicle; A first slope of a road surface on which the vehicle is located is determined based on the actual longitudinal acceleration and the longitudinal acceleration.

6. The method according to claim 1, characterized in that Determining a second slope of a road surface on which the vehicle is located based on the wheel end torque of the vehicle and the vehicle speed includes: Determining a wheel end driving force based on a wheel end torque and a tire rolling radius of the vehicle; Based on the current speed of the vehicle, deriving the actual longitudinal acceleration of the vehicle; Based on the wheel-end driving force, the vehicle speed, the actual longitudinal acceleration, and the force balance principle of the vehicle on the current slope, an intermediate value is determined, and the intermediate value is input into a preset slope calculation model to obtain a second slope of the road surface on which the vehicle is located.

7. The method according to any one of claims 1 to 6, characterized in that: The method further comprises: Based on the second slope, deriving to obtain a slope change rate; When the slope change rate is less than or equal to a preset slope change rate threshold within a preset time period, it is determined that the second slope satisfies a stability condition.

8. A slope determination device, characterized in that: The device comprises: A first slope determination module, configured to determine a first slope of a road surface on which the vehicle is located based on a current vehicle speed and a longitudinal acceleration acquired by a sensor; A second slope determination module, configured to determine a second slope of the road surface on which the vehicle is located based on the wheel end torque of the vehicle and the vehicle speed; a fusion factor determination module, configured to determine a fusion factor for fusing the first slope and the second slope when the second slope satisfies a stability condition; A target slope determination module is used to determine a target slope of the road surface on which the vehicle is located based on the first slope, the second slope and the fusion factor.

9. 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 7 are implemented.

10. 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 7 are implemented.

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