Electric vehicle ramp parking control method and electronic equipment
By activating the slope-stabilizing auxiliary function in electric vehicles, reducing driving torque and increasing mechanical braking torque, the overheating and inconvenient operation of electric vehicles when the slope of the slope is solved, and higher driving safety and convenient operation are achieved.
Patent Information
- Application Number
- CN202510641751.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-19
- Publication Date
- 2025-06-27
AI Technical Summary
Electric vehicles may easily cause overheating and malfunctioning of the drive motor when they are on slopes, and are inconvenient to operate in steep slopes.
By activating the slope assist function, the drive motor is controlled to reduce the driving torque and increase the mechanical braking torque to detect real-time required torque. When the acceleration or backward assist exit condition is reached, the slope assist function is exited and the driving and braking torque is adjusted to control the vehicle to advance or backward.
It effectively avoids the risk of blockage and heat transfer of the drive motor, improves driving safety, and makes operation more convenient in steep slopes.
Smart Images
Figure CN120207337A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of vehicles, and particularly to an electric vehicle ramp parking control method, an electronic device, a storage medium, and a computer program product. Background Art
[0002] When a vehicle has a ramp parking requirement, generally, the driver steps on the accelerator (i.e., the acceleration pedal) to output a driving force to ensure that the vehicle does not roll back during ramp parking. In this case, there are two problems: (1) The drive motor is in a locked-rotor state at this time, and long-term ramp parking will cause the motor to overheat and malfunction; (2) When the slope is larger, the depth of stepping on the accelerator needs to be deeper, which is not easy to operate, and the motor is more likely to overheat. Summary of the Invention
[0003] Based on this, in view of the technical problem that the existing technology of electric vehicle ramp parking easily causes motor failure, it is necessary to provide an electric vehicle ramp parking control method, an electronic device, a storage medium, and a computer program product.
[0004] The present invention provides an electric vehicle ramp parking control method, including:
[0005] In response to vehicle ramp parking, start the ramp parking assist function, control the drive motor to reduce the drive torque, and control the increase of the mechanical braking torque;
[0006] Detect the real-time required torque;
[0007] When the real-time required torque increases to meet the acceleration assist exit condition, exit the ramp parking assist function, control the drive torque according to the real-time required torque, and control the reduction of the mechanical braking torque to control the vehicle to move forward;
[0008] When the real-time required torque decreases to meet the reverse assist exit condition, exit the ramp parking assist function, control the drive torque according to the real-time required torque, and control the reduction of the mechanical braking torque to control the vehicle to move backward.
[0009] Further, the starting of the ramp parking assist function, controlling the drive motor to reduce the drive torque, and controlling the increase of the mechanical braking torque includes:
[0010] Start the ramp parking assist function, and record the required torque at the time of starting the ramp parking assist function as the initial required torque;
[0011] Control the drive motor to reduce the drive torque to the torque after function intervention, calculate the braking torque to be increased as the difference between the initial required torque and the torque after function intervention multiplied by a preset coefficient, and control the mechanical braking torque to increase to the braking torque to be increased.
[0012] Further, controlling the drive motor to reduce the drive torque to the torque after function intervention, calculating the braking torque to be increased as the difference between the initial required torque and the torque after function intervention multiplied by a preset coefficient, and controlling the mechanical braking torque to increase to the braking torque to be increased, includes:
[0013] Controlling the drive motor to gradually reduce the drive torque to the torque after function intervention at a first drive torque decreasing slope, calculating the braking torque to be increased as the difference between the initial required torque and the torque after function intervention multiplied by a preset coefficient, and controlling the mechanical braking torque to increase to the braking torque to be increased at a braking torque rising slope.
[0014] Still further, the absolute value of the first drive torque decreasing slope is the same as the absolute value of the braking torque rising slope.
[0015] Further, the acceleration assistance exit condition is: the first torque difference between the real-time required torque and the initial required torque is greater than a preset drive torque release upper limit.
[0016] Still further, controlling the drive torque according to the real-time required torque and controlling the reduction of the mechanical braking torque to control the vehicle to move forward, includes:
[0017] Controlling the drive motor to increase the drive torque to the real-time required torque at a first drive torque rising slope, then controlling the drive torque to follow the real-time required torque, and at the same time, controlling the reduction of the mechanical braking torque to 0 at a braking torque decreasing slope to control the vehicle to move forward.
[0018] Further, the reverse assistance exit condition is: the second torque difference between the initial required torque and the real-time required torque is greater than a preset drive torque release lower limit.
[0019] Still further, controlling the drive torque according to the real-time required torque and controlling the reduction of the mechanical braking torque to control the vehicle to move backward, includes:
[0020] If the real-time required torque is greater than the torque after function intervention, controlling the drive motor to increase the drive torque to the real-time required torque at a second drive torque rising slope, then controlling the drive torque to follow the real-time required torque, and at the same time, controlling the reduction of the mechanical braking torque to 0 at a braking torque decreasing slope to control the vehicle to move backward;
[0021] If the real-time required torque is less than the torque after function intervention, control the drive motor to reduce the drive torque to the required torque at the second falling slope of the drive torque, and then control the drive torque to follow the real-time required torque. At the same time, control the mechanical braking torque to decrease to 0 at the falling slope of the braking torque to control the vehicle to reverse.
[0022] The present invention provides an electronic device, including:
[0023] At least one processor; and,
[0024] A memory communicatively connected to at least one of the processors; wherein,
[0025] The memory stores instructions executable by at least one of the processors, and the instructions are executed by at least one of the processors to enable at least one of the processors to execute the electric vehicle ramp parking control method as described above.
[0026] The present invention provides a storage medium that stores computer instructions for executing all steps of the electric vehicle ramp parking control method as described above when a computer executes the computer instructions.
[0027] The present invention provides a computer program product including computer programs / instructions, and when the computer programs / instructions are executed by a processor, the electric vehicle ramp parking control method as described above is implemented.
[0028] When the vehicle is parked on a ramp, the present invention increases the mechanical braking torque and reduces the drive torque of the drive motor, and jointly realizes the vehicle ramp parking requirement through the driving force and the braking force, avoiding the risk of the drive motor being blocked and overheated, and improving driving safety. At the same time, the real-time required torque is detected, and based on the real-time required torque, it is judged whether the driver has the intention to move forward or backward. When the real-time required torque meets the acceleration assist exit condition or the reverse assist exit condition, the parking assist function is exited to control the vehicle to move forward or backward. BRIEF DESCRIPTION OF THE DRAWINGS
[0029] Figure 1 It is a working flowchart of an electric vehicle ramp parking control method according to an embodiment of the present invention;
[0030] Figure 2 It is a working flowchart of an electric vehicle ramp parking control method according to another embodiment of the present invention;
[0031] Figure 3 It is an overall schematic diagram of an electric vehicle ramp parking control method according to the best embodiment of the present invention;
[0032] Figure 4 It is a hardware structure schematic diagram of an electronic device according to the present invention. Detailed implementation manners
[0033] The following further describes the detailed implementation manners of the present invention with reference to the accompanying drawings. Among them, the same components are denoted by the same reference numerals. It should be noted that the terms "front", "rear", "left", "right", "upper" and "lower" used in the following description refer to the directions in the accompanying drawings, and the terms "inner" and "outer" respectively refer to the directions towards or away from the geometric center of a specific component.
[0034] As Figure 1 shown is a flowchart of the working process of a method for controlling an electric vehicle to park on a slope according to an embodiment of the present invention, including:
[0035] Step S101, in response to the vehicle parking on the slope, activate the slope parking assist function, control the drive motor to reduce the drive torque, and control to increase the mechanical braking torque;
[0036] Step S102, detect the real-time required torque;
[0037] Step S103, when the real-time required torque increases to meet the acceleration assist exit condition, exit the slope parking assist function, control the drive torque according to the real-time required torque, and control to reduce the mechanical braking torque to control the vehicle to move forward;
[0038] Step S104, when the real-time required torque decreases to meet the reverse assist exit condition, exit the slope parking assist function, control the drive torque according to the real-time required torque, and control to reduce the mechanical braking torque to control the vehicle to move backward.
[0039] Specifically, the present invention can be applied to an electronic device with processing capabilities, such as a vehicle controller. For example, the electronic control unit (ECU) of a vehicle. Preferably, the present invention is applied to a vehicle control module (VCM).
[0040] First, when the vehicle parks on the slope, step S101 is executed. In response to the vehicle parking on the slope, the slope parking assist function is activated, the drive motor is controlled to reduce the drive torque, and the mechanical braking torque is controlled to increase.
[0041] Among them, the vehicle parking on the slope means that the vehicle stops on a slope with a certain gradient. Specifically, it can be determined by detecting the rotational speed of the vehicle. When the vehicle stops on the slope and the motor rotational speed is within 0±15 rpm, it is determined that the vehicle parks on the slope, and step S101 is triggered to activate the slope parking assist function.
[0042] After the hill-hold assist function is activated, the drive motor reduces the drive torque, and at the same time, the mechanical braking torque intervenes to meet the vehicle's hill-hold requirement by increasing the mechanical braking torque. Specifically, the VCM can request the output of the mechanical braking torque from the Vehicle Dynamics Control (VDC).
[0043] Then, step S102 is executed to detect the real-time required torque.
[0044] Specifically, the required torque is detected in real time as the real-time required torque. The required torque can be determined by existing methods for determining the required torque, such as based on the accelerator pedal opening.
[0045] Then, when the real-time required torque increases to meet the acceleration assist exit condition, step S103 is executed to exit the hill-hold assist function, control the drive torque according to the real-time required torque, and control the reduction of the mechanical braking torque to control the vehicle to move forward;
[0046] When the real-time required torque decreases to meet the reverse assist exit condition, step S104 is executed to exit the hill-hold assist function, control the drive torque according to the real-time required torque, and control the reduction of the mechanical braking torque to control the vehicle to move backward.
[0047] Among them, the acceleration assist exit condition is used to judge whether the driver has the intention to move forward. When the real-time required torque meets the acceleration assist exit condition, it is judged that the driver has the intention to move forward. At this time, the hill-hold assist function is exited, the drive torque is increased, and the mechanical braking torque is reduced to control the vehicle to move forward.
[0048] The reverse assist exit condition is used to judge whether the driver has the intention to move backward. When the real-time required torque meets the reverse assist exit condition, it is judged that the driver has the intention to move backward. At this time, the hill-hold assist function is exited, the drive torque is controlled according to the real-time required torque to meet the real-time required torque, and at the same time, the mechanical braking torque is reduced to control the vehicle to move backward.
[0049] In the present invention, when the vehicle is parked on a slope, by increasing the mechanical braking torque and reducing the drive torque of the drive motor, the vehicle's hill-hold requirement is achieved jointly by the driving force and the braking force, avoiding the risk of the drive motor being blocked and overheated, and improving driving safety. At the same time, the real-time required torque is detected, and based on the real-time required torque, it is judged whether the driver has the intention to move forward or backward, and when the real-time required torque meets the acceleration assist exit condition or the reverse assist exit condition, the hill-hold assist function is exited to control the vehicle to move forward or backward.
[0050] As Figure 2 shown is the flowchart of a method for controlling the ramp parking of an electric vehicle in another embodiment of the present invention, including:
[0051] Step S201: In response to the vehicle being parked on a slope, activate the slope parking assist function and record the required torque at the time of activating the slope parking assist function as the initial required torque;
[0052] Control the drive motor to reduce the drive torque to the torque after function intervention, calculate the braking torque to be increased as the difference between the initial required torque and the torque after function intervention multiplied by a preset coefficient, and control the mechanical braking torque to increase to the braking torque to be increased.
[0053] Step S202: Detect the real-time required torque.
[0054] Step S203: When the real-time required torque increases to meet the acceleration assist exit condition, exit the slope parking assist function, control the drive torque according to the real-time required torque, and control to reduce the mechanical braking torque to control the vehicle to move forward. The acceleration assist exit condition is that the first torque difference between the real-time required torque and the initial required torque is greater than the preset drive torque release upper limit.
[0055] Step S204: When the real-time required torque decreases to meet the reverse assist exit condition, exit the slope parking assist function, control the drive torque according to the real-time required torque, and control to reduce the mechanical braking torque to control the vehicle to move backward. The reverse assist exit condition is that the second torque difference between the initial required torque and the real-time required torque is greater than the preset drive torque release lower limit.
[0056] Specifically, first, when the vehicle is parked on a slope, execute Step S201. In response to the vehicle being parked on a slope, activate the slope parking assist function and record the required torque at the time of activating the slope parking assist function as the initial required torque;
[0057] Control the drive motor to reduce the drive torque to the torque after function intervention, calculate the braking torque to be increased as the difference between the initial required torque and the torque after function intervention multiplied by a preset coefficient, and control the mechanical braking torque to increase to the braking torque to be increased.
[0058] Among them, the torque after function intervention is preset by the system. The torque after function intervention can be calibrated through experiments. For example, place the vehicle on a slope, record the motor drive torque when parked on the slope, and then start again after a preset parking time. If the motor does not overheat, use the motor drive torque when parked on the slope as the torque after function intervention.
[0059] Reduce the driving torque of the driving motor to the torque after function intervention, while increasing the mechanical braking torque. First, calculate the difference between the initial required torque and the torque after function intervention, and then multiply this difference by a preset coefficient to obtain the braking torque to be increased. Then control the mechanical braking torque to increase to the braking torque to be increased. Among them, the initial required torque is the required torque when the vehicle is detected to be parked on a slope and the slope parking assist function is activated. The preset coefficient is calibrated according to different vehicle models. Generally speaking, the preset coefficient is greater than or equal to 1. By increasing the braking torque, the braking force is increased to ensure the safety of the vehicle.
[0060] In one embodiment, the control to drive the driving motor to reduce the driving torque to the torque after function intervention, calculate the braking torque to be increased as the difference between the initial required torque and the torque after function intervention multiplied by a preset coefficient, and control the mechanical braking torque to increase to the braking torque to be increased, includes:
[0061] Control the driving motor to gradually reduce the driving torque to the torque after function intervention with a first driving torque decreasing slope, calculate the braking torque to be increased as the difference between the initial required torque and the torque after function intervention multiplied by a preset coefficient, and control the mechanical braking torque to increase to the braking torque to be increased with a braking torque rising slope.
[0062] In this embodiment, with a fixed first driving torque decreasing slope, the driving torque is decreased from the original initial required torque to the torque after function intervention. At the same time, with the braking torque rising slope, the mechanical braking torque is increased to the braking torque calculated based on the initial required torque and the torque after function intervention.
[0063] Among them, the first driving torque decreasing slope is the torque value by which the driving torque decreases every certain time interval, and the braking torque rising slope is the torque value by which the mechanical braking torque increases every certain time interval.
[0064] In one embodiment, the absolute value of the first driving torque decreasing slope is the same as the absolute value of the braking torque rising slope.
[0065] In this embodiment, since the absolute value of the first driving torque decreasing slope is the same as the absolute value of the braking torque rising slope, the driving torque and the mechanical braking torque will decrease and increase at the same rate, thus ensuring the stability of the mechanical torque intervention process and preventing the vehicle from rolling backward.
[0066] In some embodiments, set the first driving torque decreasing slope and the braking torque rising slope according to the vehicle model.
[0067] Then execute step S202 to detect the real-time required torque.
[0068] Then, when the real-time required torque increases to meet the acceleration assistance exit condition, step S203 is executed to exit the slope parking assistance function, control the driving torque according to the real-time required torque, and control the reduction of the mechanical braking torque to control the vehicle to move forward. The acceleration assistance exit condition is that the first torque difference between the real-time required torque and the initial required torque is greater than the preset driving torque release upper limit.
[0069] Among them, the acceleration assistance exit condition is used to judge whether the driver has the intention to move forward. When the real-time required torque meets the acceleration assistance exit condition, it is judged that the driver has the intention to move forward. At this time, the slope parking assistance function is exited, the driving torque is increased, and the mechanical braking torque is reduced to control the vehicle to move forward. The acceleration assistance exit condition is that the first torque difference between the real-time required torque and the initial required torque is greater than the preset driving torque release upper limit.
[0070] In one embodiment, the controlling the driving torque according to the real-time required torque and controlling the reduction of the mechanical braking torque to control the vehicle to move forward includes:
[0071] Controlling the drive motor to increase the driving torque to the real-time required torque with a first rising slope of the driving torque, and then controlling the driving torque to follow the real-time required torque. At the same time, controlling the reduction of the mechanical braking torque to 0 with a braking torque falling slope to control the vehicle to move forward.
[0072] Among them, the first rising slope of the driving torque is the torque value increased by the driving torque every certain time interval, and the braking torque falling slope is the torque value decreased by the mechanical braking torque every certain time interval.
[0073] This embodiment realizes the vehicle moving forward. At this time, the driver steps on the accelerator pedal, so the real-time required torque increases. Therefore, the drive motor is controlled to increase the driving torque to the real-time required torque with a first rising slope of the driving torque to meet the vehicle's forward movement requirement. At the same time, the mechanical braking torque is controlled to be reduced to 0 with a braking torque falling slope, so as to exit the mechanical braking torque, enabling the vehicle to move forward in line with the driver's forward intention.
[0074] And when the real-time required torque decreases to meet the reverse assistance exit condition, step S204 is executed to exit the slope parking assistance function, control the driving torque according to the real-time required torque, and control the reduction of the mechanical braking torque to control the vehicle to move backward. The reverse assistance exit condition is that the second torque difference between the initial required torque and the real-time required torque is greater than the preset driving torque release lower limit.
[0075] The reverse assist exit condition is used to determine whether the driver has a reverse intention. When the real-time required torque meets the reverse assist exit condition, it is determined that the driver has a reverse intention. At this time, the hill-hold assist function is exited, and the drive torque is controlled according to the real-time required torque to meet the real-time required torque, while reducing the mechanical braking torque to control the vehicle to reverse. The reverse assist exit condition is that the second torque difference between the initial required torque and the real-time required torque is greater than the preset drive torque release lower limit.
[0076] In one embodiment, the controlling the drive torque according to the real-time required torque and controlling the reduction of the mechanical braking torque to control the vehicle to reverse includes:
[0077] If the real-time required torque is greater than the torque after function intervention, control the drive motor to increase the drive torque to the real-time required torque at the second rising slope of the drive torque, and then control the drive torque to follow the real-time required torque. At the same time, control the reduction of the mechanical braking torque to 0 at the braking torque falling slope to control the vehicle to reverse;
[0078] If the real-time required torque is less than the torque after function intervention, control the drive motor to reduce the drive torque to the required torque at the second falling slope of the drive torque, and then control the drive torque to follow the real-time required torque. At the same time, control the reduction of the mechanical braking torque to 0 at the braking torque falling slope to control the vehicle to reverse.
[0079] Specifically, in this embodiment, the vehicle is reversing, and at this time the driver releases the accelerator pedal, so the real-time required torque decreases.
[0080] After the real-time required torque decreases, there are two cases. In the first case, if the real-time required torque after the driver releases the accelerator pedal is greater than the torque after function intervention when the drive motor was in the hill-hold assist function activation state originally, then to meet the driver's real-time required torque, it is necessary to control the drive motor to increase the drive torque to the real-time required torque at the second rising slope of the drive torque. Then, since the driver continues to release the accelerator pedal, the real-time required torque decreases. At this time, control the drive torque to decrease following the real-time required torque, and at the same time, control the reduction of the mechanical braking torque to 0 at the braking torque falling slope, so as to exit the mechanical braking torque and enable the vehicle to reverse in line with the driver's reverse intention.
[0081] In another case, if the real-time required torque after the driver releases the accelerator pedal is smaller than the torque after the function intervention when the original drive motor activates the hill-hold assist function, then control the drive motor to reduce the drive torque to the required torque at the second drive torque decline slope. Then, if the driver continues to release the accelerator pedal, control the drive torque to decline following the real-time required torque, and at the same time, control the mechanical braking torque to decrease to 0 at the braking torque decline slope, so as to withdraw the mechanical braking torque, enabling the vehicle to reverse in line with the driver's reverse intention.
[0082] If the real-time required torque after the driver releases the accelerator pedal is equal to the torque after the function intervention when the original drive motor activates the hill-hold assist function, then directly control the drive torque to decline following the real-time required torque, and at the same time, control the mechanical braking torque to decrease to 0 at the braking torque decline slope to control the vehicle to reverse.
[0083] Among them, the second drive torque rise slope is the torque value increased by the drive torque every certain time interval. The second drive torque decline slope is the torque value decreased by the drive torque every certain time interval. The first drive torque rise slope, the second drive torque rise slope, the first drive torque decline slope, and the second drive torque decline slope can be equal or unequal. Different first drive torque rise slopes, second drive torque rise slopes, first drive torque decline slopes, second drive torque decline slopes, and braking torque decline slopes can be set according to different vehicle models.
[0084] At the same time, the mechanical braking torque is generated after the function is activated (not by actively stepping on the brake). Therefore, when the driver actively reverses after releasing the accelerator, the mechanical braking torque needs to be reduced to 0 at this time.
[0085] In this embodiment, the hill-hold assist function is activated when the vehicle is parked on a slope. By recording the initial required torque, the mechanical braking torque to be increased can be accurately calculated to ensure meeting the torque requirement during parking. At the same time, by detecting the real-time required torque, the hill-hold assist function is exited to meet the driver's forward and reverse requirements.
[0086] Such as Figure 3 shown in the overall schematic diagram of a method for controlling an electric vehicle to park on a slope according to the best embodiment of the present invention, including: throttle opening curve 301 (the throttle opening is the accelerator pedal opening), hill-hold assist function curve 302 (when the hill-hold assist function curve 302 is 1, the hill-hold assist function is activated; when the hill-hold assist function curve 302 is 0, the hill-hold assist function exits), required torque curve 303, drive torque curve 304, and mechanical braking torque curve 305.
[0087] A complete example includes the following stages:
[0088] Before the intervention of the hill-hold assist function control in stage 311, the vehicle 300 is in D gear on a slope. Press the accelerator to overcome the component force mgsinθ of gravity along the slope with the driving force and keep the vehicle in a stable state;
[0089] In stage 312 during the ASA control intervention, it is recognized that the vehicle 300 is in a hill-hold state and the function is activated. The hill-hold assist function curve 302 is 1. The driving torque output is gradually reduced using the first decreasing slope of the driving torque, thereby reducing the driving force output. It is requested that the mechanical braking torque gradually increases the output using the rising slope of the braking torque, thereby outputting the braking force. The driving force and the braking force cooperate to jointly overcome the component force mgsinθ of gravity along the slope and keep the vehicle in the hill-hold state. At this time, it is;
[0090] In the stage of releasing the throttle ON control in stage 313, the driver continues to press the accelerator (accelerator pedal), and the throttle opening curve 301 increases. When the demand torque curve 302 increases to be greater than the driving torque release upper limit, the function exits. The hill-hold assist function curve 302 is 0. The braking torque gradually decreases and exits using the decreasing slope of the braking torque, and the driving torque gradually increases using the first rising slope of the driving torque, thereby increasing the driving force to achieve the vehicle's accelerated forward movement;
[0091] In the stage of releasing the throttle OFF control in stage 314, the driver releases the accelerator (accelerator pedal), and the throttle opening curve 301 decreases. When the demand torque curve 302 decreases to be less than the driving torque release lower limit, it is determined that the driver has the intention to reverse, the function exits, the hill-hold assist function curve 302 is 0, and both the braking torque and the driving torque decrease, so both the braking force and the driving force decrease.
[0092] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.
[0093] As Figure 4 shown is a schematic hardware structure diagram of an electronic device according to the present invention, including:
[0094] At least one processor 401; and,
[0095] A memory 402 communicatively connected to at least one of the processors 401; wherein,
[0096] The memory 402 stores instructions executable by at least one of the processors. The instructions are executed by at least one of the processors so that at least one of the processors can execute the electric vehicle ramp hill-hold control method as described above.
[0097] Figure 4 Taking one processor 401 as an example in
[0098] The electronic device may further include: an input device 403 and a display device 404.
[0099] The processor 401, the memory 402, the input device 403, and the display device 404 may be connected through a bus or other means. In the figure, the connection through the bus is taken as an example.
[0100] The memory 402, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as the program instructions / modules corresponding to the electric vehicle ramp parking control method in the embodiments of the present application. For example, Figure 1 , Figure 2 the method flow shown. By running the non-volatile software programs, instructions, and modules stored in the memory 402, the processor 401 executes various functional applications and data processing, that is, implements the electric vehicle ramp parking control method in the above embodiments.
[0101] The memory 402 may include a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function; the data storage area can store data created according to the use of the electric vehicle ramp parking control method, etc. In addition, the memory 402 may include a high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state storage devices. In some embodiments, the memory 402 may optionally include a memory remotely set relative to the processor 401, and these remote memories can be connected to the device executing the electric vehicle ramp parking control method through a network. Examples of the above networks include, but are not limited to, the Internet, an enterprise intranet, a local area network, a mobile communication network, and combinations thereof.
[0102] The input device 403 can receive user clicks and generate signal inputs related to user settings and function controls of the electric vehicle ramp parking control method. The display device 404 may include a display device such as a display screen.
[0103] When the one or more modules are stored in the memory 402 and run by the one or more processors 401, they execute the electric vehicle ramp parking control method in any of the above method embodiments.
[0104] When the vehicle is parked on a slope, the present invention increases the mechanical braking torque and reduces the driving torque of the drive motor, and jointly realizes the vehicle slope parking requirement through the driving force and the braking force, avoiding the risk of the drive motor being blocked and overheated, and improving driving safety. At the same time, the real-time required torque is detected, and based on the real-time required torque, it is judged whether the driver has the intention to move forward or backward, and when the real-time required torque meets the acceleration assistance exit condition or the reverse assistance exit condition, the slope parking assistance function is exited, and the vehicle is controlled to move forward or backward.
[0105] An embodiment of the present invention provides a storage medium that stores computer instructions, which are used to execute all steps of the electric vehicle slope parking control method as described above when the computer executes the computer instructions.
[0106] In the context of the present disclosure, the storage medium may be a tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. The storage medium may be a machine-readable signal medium or a machine-readable storage medium. Optionally, the storage medium may be a non-transitory computer-readable storage medium. For example, the non-transitory computer-readable storage medium may be ROM, random access memory (Random Access Memory, RAM), compact disc read-only memory (Compact Disc ROM, CD-ROM), magnetic tape, floppy disk, and optical data storage devices, etc.
[0107] An embodiment of the present invention provides a computer program product, including a computer program / instructions, which implement the electric vehicle slope parking control method as described above when the computer program / instructions are executed by a processor.
[0108] The above embodiments only represent several implementation manners of the present invention, and their descriptions are relatively specific and detailed, but should not be construed as limiting the scope of the present invention patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several deformations and improvements can still be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the present invention patent should be subject to the appended claims.
Claims
1. A method for controlling an electric vehicle on a hill, characterized in that: include: In response to the vehicle being parked on a hill, starting a hill-holding assist function, controlling the drive motor to reduce the drive torque, and controlling to increase the mechanical brake torque; Detect real-time required torque; When the real-time required torque increases to meet the acceleration assistance exit condition, exit the hill-holding assist function, control the driving torque according to the real-time required torque, and control the reduction of the mechanical braking torque to control the vehicle to move forward; When the real-time required torque is reduced to meet the reverse assist exit condition, the hill-holding assist function is exited, the driving torque is controlled according to the real-time required torque, and the mechanical braking torque is controlled to be reduced to control the vehicle to move backward.
2. The method for controlling an electric vehicle on a hill according to claim 1, characterized in that: The method of starting the hill-holding assist function, controlling the drive motor to reduce the drive torque, and controlling to increase the mechanical brake torque includes: Start the hill-holding assist function, and record the required torque when starting the hill-holding assist function as the initial required torque; The driving motor is controlled to reduce the driving torque to the torque after the functional intervention, and the braking torque to be increased is calculated as the difference between the initial required torque and the torque after the functional intervention multiplied by a preset coefficient, and the mechanical braking torque is controlled to increase to the braking torque to be increased.
3. The method for controlling an electric vehicle on a hill according to claim 2, characterized in that: The controlling the driving motor to reduce the driving torque to the torque after the function intervention, calculating the braking torque to be increased as the difference between the initial required torque and the torque after the function intervention multiplied by a preset coefficient, and controlling the mechanical braking torque to increase to the braking torque to be increased, includes: The drive motor is controlled to gradually reduce the drive torque to the torque after the functional intervention by using the first descending slope of the drive torque, and the braking torque to be increased is calculated as the difference between the initial required torque and the torque after the functional intervention multiplied by a preset coefficient, and the braking torque rising slope is used to control the mechanical braking torque to increase to the braking torque to be increased.
4. The method for controlling an electric vehicle on a hill according to claim 3, characterized in that: An absolute value of the first decreasing slope of the driving torque is the same as an absolute value of the increasing slope of the braking torque.
5. The method for controlling an electric vehicle on a hill according to claim 2, characterized in that: The acceleration assist exit condition is: a first torque difference between the real-time required torque and the initial required torque is greater than a preset driving torque release upper limit.
6. The method for controlling an electric vehicle on a hill according to claim 5, characterized in that: The controlling the driving torque according to the real-time required torque and reducing the mechanical braking torque to control the vehicle to move forward includes: The driving motor is controlled to increase the driving torque to the real-time required torque using a first rising slope of the driving torque, and then the driving torque is controlled to follow the real-time required torque. At the same time, the braking torque is controlled to reduce the mechanical braking torque to 0 using a braking torque falling slope to control the vehicle to move forward.
7. The method for controlling an electric vehicle on a hill according to claim 2, characterized in that: The reverse assist exit condition is: a second torque difference between the initial required torque and the real-time required torque is greater than a preset driving torque release lower limit.
8. The method for controlling an electric vehicle on a hill according to claim 7, characterized in that: The controlling the driving torque according to the real-time required torque and reducing the mechanical braking torque to control the vehicle to move backwards includes: If the real-time required torque is greater than the post-function intervention torque, the drive motor is controlled to increase the drive torque to the real-time required torque by adopting a second rising slope of the drive torque, and then the drive torque is controlled to follow the real-time required torque, and at the same time, the mechanical brake torque is reduced to 0 by adopting a braking torque decreasing slope control, so as to control the vehicle to move backward; If the real-time required torque is less than the torque after the functional intervention, the drive motor is controlled to adopt the second driving torque decreasing slope to reduce the driving torque to the required torque, and then the driving torque is controlled to follow the real-time required torque, and at the same time, the braking torque decreasing slope control is adopted to reduce the mechanical braking torque to 0 to control the vehicle to move backward.
9. An electronic device, characterized in that: include: at least one processor; as well as, a memory communicatively connected to at least one of the processors; wherein, The memory stores instructions that can be executed by at least one of the processors, and the instructions are executed by at least one of the processors to enable at least one of the processors to execute the electric vehicle hill-holding control method according to any one of claims 1 to 8.
10. A storage medium, characterized in that: The storage medium stores computer instructions, and when a computer executes the computer instructions, it is used to execute all steps of the electric vehicle hill-holding control method as described in any one of claims 1 to 8.
11. A computer program product comprising a computer program / instructions, characterized in that When the computer program / instruction is executed by a processor, the electric vehicle hill-holding control method as claimed in any one of claims 1 to 8 is implemented.