Control method and device for preventing vehicle from sliding on slope, medium and vehicle

Abstract

The invention discloses a vehicle anti-slip control method and device, a medium and a vehicle, and relates to the field of automobiles. The method comprises the steps that a current control action is determined based on current state data of the vehicle; when the current control action is no-load anti-slip control, calculating the torque of a target motor according to the gradient of the road surface where the vehicle is located, and intervening a motor of the vehicle to prevent the vehicle from slipping on the slope; when the no-load control state data of the vehicle does not meet the preset no-load control ending condition and the intervention direction of the motor is inconsistent with the gear direction, heavy-load anti-slope-sliding control is started, a motor controller of the vehicle enters a zero-rotating-speed control mode, the motor is intervened, and the vehicle is prevented from sliding on the slope; and when the heavy load control state data of the vehicle does not meet the preset heavy load control ending condition and the pedal torque is larger than the current motor torque, the anti-slip control is quitted. The vehicle can be prevented from sliding on the slope in time, and meanwhile the driving feeling of a driver during hill starting is improved.

Description

Technical Field

[0001] The present application relates to the field of automobiles, and particularly to a vehicle anti-rollback control method, device, medium and vehicle. Background Art

[0002] During the driving process of a vehicle, in the actual working condition of starting on a slope, after the driver shifts into the forward gear, releases the brake pedal and then steps on the accelerator pedal until the vehicle moves forward. During the process that the driver releases the brake and steps on the accelerator pedal to make the driving force overcome the climbing resistance and enable the vehicle to start, if the speed of stepping on the brake pedal is slow or the accelerator pedal is not stepped on in time after releasing the brake pedal, a situation where the driving direction is inconsistent with the driving gear will occur, causing the vehicle to roll back, which poses a certain safety hazard.

[0003] In order to prevent the vehicle from rolling back during the slope start process, one solution is that the driver completes the slope start by cooperating with the handbrake, and another solution is that the anti-rollback function of the vehicle assists the driver to complete the slope start and achieve slope holding. The existing patent CN113306556A discloses a pure electric vehicle anti-rollback auxiliary control system and control method, which judges whether the vehicle has a rollback risk according to the monitored motor rotation direction, speed and speed change rate. When there is a risk, a pure electric vehicle anti-rollback auxiliary control system and control method that applies a torque in the opposite direction of the rollback direction through the motor to reduce the motor speed until it reaches zero is adopted. However, the speed change rate belongs to the secondary processing of the motor speed signal, introduces new variables into the judgment of the anti-rollback state, and highly depends on the signal processing effect; and the torque slope corresponding to different motor speeds and speed change rates needs to be calibrated according to the vehicle conditions, which requires a large amount of test resources, prolongs the product development cycle, and needs to be recalibrated for different vehicle models, with poor applicability. The existing patent CN104590052A discloses a slope start anti-rollback control system and its method. After the motor controller receives the command allowing the anti-rollback function, it judges whether the gear signal and the motor rotation direction are consistent. The whole set of control methods only need to modify the software strategy and do not need to increase the hardware cost. However, it belongs to a passive anti-rollback scheme and must start to control on the premise that the vehicle has already rolled back, which has a bad impact on the driver's driving experience. Summary of the Invention

[0004] The purpose of the present application is to provide a vehicle anti-rollback control method, device, medium and vehicle, which can timely prevent the vehicle from rolling back and improve the driver's driving experience during slope start at the same time.

[0005] To achieve the above purpose, the present application provides the following solutions: In the first aspect, the present application provides a vehicle anti-rollback control method, including the following steps.

[0006] Obtain the current state data of the vehicle; the current state data includes the road surface gradient where the vehicle is located, the vehicle gear data, and the accelerator pedal opening data.

[0007] Based on the current state data, determine the current control action; the current control action is either not to perform the anti-rollback control or to enter the no-load anti-rollback control.

[0008] When the current control action is to enter the no-load anti-rollback control, calculate the target motor torque according to the road surface gradient where the vehicle is located, and intervene in the motor of the vehicle according to the target motor torque to prevent the vehicle from rolling back.

[0009] Obtain the no-load control state data of the vehicle after entering the no-load anti-rollback control, and exit the anti-rollback control when the no-load control state data meets the preset no-load control end condition; when the no-load control state data does not meet the preset no-load control end condition, judge whether the intervention direction of the motor is consistent with the gear direction in the vehicle gear data.

[0010] When the intervention direction of the motor is inconsistent with the gear direction, enter the heavy-load anti-rollback control, and the motor controller of the vehicle enters the zero-speed control mode, and then intervenes in the motor to prevent the vehicle from rolling back.

[0011] Obtain the heavy-load control state data of the vehicle after entering the heavy-load anti-rollback control, and exit the anti-rollback control when the heavy-load control state data meets the preset heavy-load control end condition; when the heavy-load control state data does not meet the preset heavy-load control end condition, judge whether the pedal torque in the accelerator pedal opening data is greater than the current motor torque.

[0012] When the pedal torque is greater than the current motor torque, exit the anti-rollback control.

[0013] In a second aspect, the present application provides a computer device, including: a memory, a processor, and a computer program stored on the memory and executable on the processor, and the processor executes the computer program to implement the steps of the vehicle anti-rollback control method.

[0014] In a third aspect, the present application provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the vehicle anti-rollback control method are implemented.

[0015] In a fourth aspect, the present application provides a vehicle, and the vehicle includes the above-mentioned computer device.

[0016] According to the specific embodiments provided in this application, the following technical effects are disclosed in this application: The current control action is determined based on the current state data of the vehicle. When the current control action is to enter the no-load anti-rollback control, the target motor torque is calculated according to the road surface gradient where the vehicle is located, and the motor of the vehicle is intervened according to the target motor torque to prevent the vehicle from rolling back; when the no-load control state data meets the preset no-load control end condition, the anti-rollback control is exited; otherwise, it is judged whether the intervention direction of the motor is consistent with the gear direction in the vehicle gear data. If not, the heavy-load anti-rollback control is entered, and the motor controller of the vehicle enters the zero-speed control mode, and then the motor is intervened to prevent the vehicle from rolling back; when the heavy-load control state data meets the preset heavy-load control end condition, the anti-rollback control is exited. Otherwise, when the pedal torque in the accelerator pedal opening data is greater than the current motor torque, the anti-rollback control is exited. This application combines the active anti-rollback control during no-load with the passive anti-rollback control during heavy-load to optimize the anti-rollback function of the vehicle. Whether the vehicle is no-load or heavy-load, it can prevent the vehicle from rolling back in time, and can greatly improve the driving experience and function adaptability of the driver when starting on a slope. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0018] Figure 1 It is a schematic flowchart of the vehicle anti-rollback control method of this application.

[0019] Figure 2 It is a schematic flowchart of an example of this application.

[0020] Figure 3 It is the internal structure diagram of the computer device. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] The following will clearly and completely describe the technical solutions in the embodiments of the present application in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0022] The purpose of this application is to provide a vehicle anti-rollback control method, device and medium. In view of the large change in load during the use of the vehicle and the difficulty in accurately calculating the vehicle weight in real time, an active / passive combined anti-rollback control method is adopted, aiming to prevent the phenomenon of unloaded rollback and optimize the excessive rollback speed and distance after heavy load without increasing costs and without changing the driver's operation.

[0023] To make the above objects, features and advantages of this application more obvious and understandable, the following further detailed description of this application will be given in conjunction with the accompanying drawings and specific embodiments.

[0024] As Figure 1 shown, this application provides a vehicle anti-rollback control method, including the following steps, and can be applied to new energy vehicles.

[0025] Step 100, obtain the current state data of the vehicle; the current state data includes the road surface slope where the vehicle is located, the vehicle gear data, the throttle pedal opening data, the handbrake state, the vehicle speed and the brake pedal state.

[0026] Specifically, the above current state data are all collected and calculated by the vehicle's vehicle controller. Among them, the method for obtaining the road surface slope where the vehicle is located specifically includes: obtaining the vehicle longitudinal acceleration collected by the speed sensor in the vehicle, and based on the dynamics principle, calculating the road surface slope where the vehicle is located according to the vehicle longitudinal acceleration. In a specific practical application, the method for obtaining the road surface slope where the vehicle is located can also be: obtaining the slope value collected by the slope sensor in the vehicle to obtain the road surface slope where the vehicle is located. This application provides the above two methods for obtaining the road surface slope, both of which can ensure the accuracy of the collected road surface slope where the vehicle is located.

[0027] Step 200, based on the current state data, determine the current control action; the current control action is either not to perform anti-rollback control or to enter unloaded anti-rollback control.

[0028] Combined with Figure 1 and Figure 2 it can be seen that step 200 specifically includes: (1) Judge whether the road surface slope where the vehicle is located is greater than the slope calibration value to obtain a first result.

[0029] (2) When the first result indicates no, the current control action is not to perform anti-rollback control; when the first result indicates yes, judge whether the handbrake state is the released state to obtain a second result.

[0030] (3) When the second result indicates "no", the current control action is not to perform the anti-sliding control; when the second result indicates "yes", it is judged whether the gear signal in the vehicle gear data is a driving gear to obtain a third result.

[0031] (4) When the third result indicates "no", the current control action is not to perform the anti-sliding control; when the third result indicates "yes", it is judged whether the vehicle speed is lower than the calibrated vehicle speed value to obtain a fourth result.

[0032] (5) When the fourth result indicates "no", the current control action is not to perform the anti-sliding control; when the fourth result indicates "yes", it is judged whether the pedal opening in the accelerator pedal opening data is lower than the calibrated pedal value to obtain a fifth result.

[0033] (6) When the fifth result indicates "no", the current control action is not to perform the anti-sliding control; when the fifth result indicates "yes", it is judged whether the brake pedal state is a released state to obtain a sixth result. Specifically, when the brake pedal opening starts to decrease, it is regarded as the timing when the brake pedal starts to be released. After the brake pedal reaches the released timing, it indicates that it is in the released state.

[0034] (7) When the sixth result indicates "no", the current control action is not to perform the anti-sliding control; when the sixth result indicates "yes", the current control action is to enter the no-load anti-sliding control, and at this time, the no-load anti-sliding control is activated.

[0035] The above seven steps give the judgment logic sequence between the current state data and the current control action, which can better fit various situations that need to be considered in the actual braking situation and is more comprehensive.

[0036] Step 300, when the current control action is to enter the no-load anti-sliding control, calculate the target motor torque according to the road surface gradient where the vehicle is located, and intervene in the motor of the vehicle according to the target motor torque to prevent the vehicle from sliding.

[0037] When applied to new energy commercial vehicles, due to their characteristics of very large load changes and complex and changeable operating scenarios, the control requirements for anti-sliding torque vary greatly. At the same time, because they often work in harsh working conditions, it is difficult to obtain the vehicle load in real time without adding an independent measurement system, and the control effect of the active anti-sliding scheme is poor. Therefore, this application divides the anti-sliding function into two stages: no-load anti-sliding and heavy-load anti-sliding. Among them, the no-load anti-sliding adopts an active scheme, and the heavy-load anti-sliding adopts a passive scheme, combining the active and passive to optimize the anti-sliding function effect of the vehicle.

[0038] During the no-load anti-rollback process, calculate the motor drive torque required for anti-rollback. Specifically, calculate the vehicle slope resistance based on the slope and calculate the driving force according to the mass of the no-load vehicle, so that the sum of the driving force and braking force of the motor can overcome the ramp resistance and frictional resistance. During the process of reducing the vehicle's braking force, continuously increase the motor output torque to prevent the vehicle from rolling backward. That is, the target motor torque is the motor torque required to prevent the vehicle from rolling backward. Taking this torque as the control target, send this torque request to the motor controller. The calculation formula for the target motor torque is: 。

[0039] Among them, Tq is the target motor torque, unit Nm; m is the no-load mass of the vehicle, unit kg; θ is the road surface slope where the vehicle is located, unit rad; F Brake is the mechanical braking force corresponding to different pedal openings in the vehicle, unit N; r is the rolling radius of the vehicle's tires, unit m; i is the transmission system speed ratio, g is the acceleration due to gravity.

[0040] Step 400, obtain the no-load control state data of the vehicle after entering the no-load anti-rollback control, and exit the anti-rollback control when the no-load control state data meets the preset no-load control end condition; when the no-load control state data does not meet the preset no-load control end condition, judge whether the intervention direction of the motor is consistent with the gear direction in the vehicle gear data.

[0041] In one example, the no-load control state data is temperature data, and step 400 specifically includes the following four steps.

[0042] (1) Obtain the temperature of the motor and motor controller of the vehicle after entering the no-load anti-rollback control.

[0043] (2) Judge whether the temperature of the motor and motor controller is higher than the preset no-load temperature threshold.

[0044] (3) When the temperature of the motor and motor controller is higher than the preset no-load temperature threshold, it indicates that the no-load control state data meets the preset no-load control end condition, and exit the anti-rollback control to avoid over-temperature failure.

[0045] (4) When the temperature of the motor and motor controller is not higher than the preset no-load temperature threshold, it indicates that the no-load control state data does not meet the preset no-load control end condition, then continue the current no-load control, and judge whether the intervention direction of the motor is consistent with the gear direction in the vehicle gear data.

[0046] In another example, the no-load control status data is duration data, and step 400 specifically includes the following four steps.

[0047] (1) Obtain the no-load control duration after the vehicle enters the no-load anti-rollback control.

[0048] (2) Determine whether the no-load control duration is greater than a preset no-load duration.

[0049] (3) When the no-load control duration is greater than the preset no-load duration, it indicates that the no-load control status data meets the preset no-load control end condition, and the anti-rollback control is exited, so that the anti-rollback function actively exits after a fixed duration of entry.

[0050] (4) When the no-load control duration is less than or equal to the preset no-load duration, it indicates that the no-load control status data does not meet the preset no-load control end condition, then continue the current no-load control, and determine whether the intervention direction of the motor is consistent with the gear direction in the vehicle gear data.

[0051] When the intervention direction of the motor is consistent with the gear direction, return to the step of "taking the target motor torque as the control target and sending the torque request to the motor controller", and maintain the no-load anti-rollback stage.

[0052] Step 500, when the intervention direction of the motor is inconsistent with the gear direction, enter the heavy-load anti-rollback control. At this time, the heavy-load anti-rollback control is activated, and the motor controller of the vehicle enters the zero-speed control mode, and then intervenes in the motor to prevent the vehicle from rolling back.

[0053] Step 600, obtain the heavy-load control status data after the vehicle enters the heavy-load anti-rollback control, and exit the anti-rollback control when the heavy-load control status data meets the preset heavy-load control end condition; when the heavy-load control status data does not meet the preset heavy-load control end condition, judge whether the pedal torque in the accelerator pedal opening data is greater than the current motor torque.

[0054] In one example, the heavy-load control status data is also temperature data or duration data. The specific steps for the relevant judgment of the heavy-load control status are the same as the relevant judgment steps for the no-load control status in the above text, so as to avoid over-temperature faults or achieve timed exit of the heavy-load control.

[0055] Step 700, when the pedal torque is greater than the current motor torque, exit the anti-rollback control, request the motor to respond to the torque corresponding to the accelerator pedal opening, and the vehicle successfully completes the ramp start; when the pedal torque is less than or equal to the current motor torque, maintain the heavy-load anti-rollback control.

[0056] In summary, the present application combines active and passive anti-rollback methods, identifies the stage when the driver releases the brake pedal during a hill start, pre-gives motor torque in advance when the vehicle does not roll back, avoids the vehicle from rolling back when the vehicle is unloaded, and can reduce the rollback speed and distance when the vehicle is heavily loaded. Under the condition that the vehicle load changes greatly and the weight cannot be accurately identified, the driving experience and functional adaptability of the driver during a hill start can be greatly improved.

[0057] Moreover, the present application does not require additional hardware, which can effectively reduce costs. It only needs to update the control software under the existing platform. The present application does not require complex calibration, has strong portability, shortens the function development cycle, and has strong adaptability.

[0058] In one embodiment, a computer device is provided. The computer device can be a database, and its internal structure diagram can be as Figure 3 shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, abbreviated as I / O), and a communication interface. Among them, the processor, the memory, and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store transactions to be processed. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, a data processing method is implemented.

[0059] In one embodiment, a computer device is further provided, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the computer program, the steps in the above method embodiments are implemented.

[0060] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by the processor, the steps in the above method embodiments are implemented.

[0061] In one embodiment, a computer program product is provided, including a computer program. When the computer program is executed by the processor, the steps in the above method embodiments are implemented.

[0062] In one embodiment, a vehicle is provided, and the vehicle includes the above computer device.

[0063] It should be noted that the object information (including but not limited to object device information, object personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the object or fully authorized by all parties, and the collection, use, and processing of relevant data need to comply with the relevant laws, regulations, and standards of relevant countries and regions.

[0064] 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 and volatile memories. Non-volatile memories can include read-only memory (ROM), magnetic tapes, floppy disks, flash memories, optical memories, high-density embedded non-volatile memories, resistive random access memories (ReRAM), magnetoresistive random access memories (MRAM), ferroelectric random access memories (FRAM), phase change memories (PCM), graphene memories, etc. Volatile memories can include random access memory (RAM) or external cache memories, 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 logics, data processing logics based on quantum computing, etc., without limitation.

[0065] 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 specification.

[0066] In this text, specific examples are used to illustrate the principles and implementation manners of the present application. The descriptions of the above embodiments are only used to help understand the method and its core idea of the present application. At the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to the present application.

Claims

1. A vehicle anti-slope control method, characterized in that: The vehicle anti-slope control method comprises: Acquire the current state data of the vehicle; the current state data includes the slope of the road on which the vehicle is located, the gear position data of the vehicle and the accelerator pedal opening data; Based on the current state data, determining a current control action; the current control action is not performing anti-slope control or entering no-load anti-slope control; When the current control action is to enter no-load anti-slope control, a target motor torque is calculated according to the slope of the road on which the vehicle is located, and the motor of the vehicle is intervened according to the target motor torque to prevent the vehicle from rolling down the slope; Acquire no-load control state data of the vehicle after entering no-load anti-slope control, and exit anti-slope control when the no-load control state data meets a preset no-load control end condition; when the no-load control state data does not meet the preset no-load control end condition, determine whether the intervention direction of the motor is consistent with the gear direction in the vehicle gear data; When the intervention direction of the motor is inconsistent with the gear direction, the heavy-load anti-slope control is entered, and the motor controller of the vehicle enters the zero-speed control mode, thereby intervening in the motor to prevent the vehicle from sliding down the slope; Obtaining heavy load control state data of the vehicle after entering the heavy load anti-slope control, and exiting the anti-slope control when the heavy load control state data meets a preset heavy load control end condition; when the heavy load control state data does not meet the preset heavy load control end condition, determining whether the pedal torque in the accelerator pedal opening data is greater than the current motor torque; When the pedal torque is greater than the current motor torque, the anti-slope control is exited.

2. The vehicle anti-slope control method according to claim 1, characterized in that: The current status data also includes handbrake status, vehicle speed and brake pedal status; Based on the current state data, determining a current control action specifically includes: Determining whether the slope of the road on which the vehicle is located is greater than a slope calibration value to obtain a first result; When the first result indicates no, the current control action is not to perform anti-slope control; when the first result indicates yes, it is determined whether the handbrake state is a released state to obtain a second result; When the second result indicates no, the current control action is not to perform anti-slope control; when the second result indicates yes, determining whether the gear signal in the vehicle gear data is a drive gear to obtain a third result; When the third result indicates no, the current control action is not to perform anti-slope control; when the third result indicates yes, it is determined whether the vehicle speed is lower than the vehicle speed calibration value to obtain a fourth result; When the fourth result indicates no, the current control action is not to perform anti-slope control; when the fourth result indicates yes, it is determined whether the pedal opening in the accelerator pedal opening data is lower than the pedal calibration value to obtain a fifth result; When the fifth result indicates no, the current control action is not to perform anti-slope control; when the fifth result indicates yes, it is determined whether the brake pedal state is in a released state to obtain a sixth result; When the sixth result indicates no, the current control action is not to perform anti-slope control; when the sixth result indicates yes, the current control action is to enter no-load anti-slope control.

3. The vehicle anti-slope control method according to claim 1, characterized in that: The method for obtaining the slope of the road on which the vehicle is located specifically includes: Obtaining the longitudinal acceleration of the vehicle collected by the speed sensor in the vehicle, and calculating the slope of the road on which the vehicle is located according to the longitudinal acceleration of the vehicle based on the principle of dynamics; Alternatively, a slope value collected by a slope sensor in the vehicle is obtained to obtain the slope of the road on which the vehicle is located.

4. The vehicle anti-slope control method according to claim 1, characterized in that: Acquiring no-load control state data of the vehicle after entering no-load anti-slope control, and exiting anti-slope control when the no-load control state data meets a preset no-load control end condition, specifically includes: Obtaining the temperature of the motor and the motor controller of the vehicle after entering the no-load anti-slope control; Determining whether the temperature of the motor and the motor controller is higher than a preset no-load temperature threshold; When the temperature of the motor and the motor controller is higher than the preset no-load temperature threshold, the no-load control state data indicates that the no-load control state data meets the preset no-load control end condition, and the anti-slope control is exited; When the temperature of the motor and the motor controller is not higher than the preset no-load temperature threshold, it indicates that the no-load control state data does not meet the preset no-load control end condition.

5. The vehicle anti-slope control method according to claim 1, characterized in that: Acquiring no-load control state data of the vehicle after entering no-load anti-slope control, and exiting anti-slope control when the no-load control state data meets a preset no-load control end condition, specifically includes: Obtaining the no-load control time of the vehicle after entering the no-load anti-slope control; Determining whether the no-load control duration is greater than a preset no-load duration; When the no-load control time is longer than the preset no-load time, the no-load control state data represents that the no-load control state data meets the preset no-load control end condition, and the anti-slope control is exited; When the no-load control duration is less than or equal to a preset no-load duration, it indicates that the no-load control state data does not meet a preset no-load control end condition.

6. The vehicle anti-slope control method according to claim 1, characterized in that: The target motor torque is calculated as follows: ； in, Tq is the target motor torque; m is the unladen mass of the vehicle; θ is the slope of the road on which the vehicle is located; F Brake is the mechanical braking force corresponding to different pedal openings in the vehicle, r is the rolling radius of the vehicle's tires; i is the transmission system speed ratio, g is the acceleration due to gravity.

7. A computer device comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the vehicle anti-slope control method according to any one of claims 1 to 6.

8. 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 vehicle anti-slope control method described in any one of claims 1 to 6 are implemented.

9. A vehicle, characterized in that: The vehicle comprises a computer device as claimed in claim 7.

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