Vehicle auxiliary control method, device and equipment for ramp road section and medium

Abstract

The invention discloses a vehicle auxiliary control method and device for a ramp road section, equipment and a medium. The method comprises the following steps: acquiring a real-time coordinate of a target vehicle, and performing real-time matching with a pre-stored memory track according to the real-time coordinate; when it is detected that the target vehicle travels to a target feature node associated with the ramp starting point, obtaining traveling data at the target feature node, and determining a target gear and an auxiliary power type at the target ramp road section according to the traveling data and the target ramp road section information; and when it is detected that the target vehicle travels to the ramp starting point, auxiliary control operation is executed on the target vehicle according to the target gear and the corresponding auxiliary control curve under the current auxiliary power type. According to the embodiment of the invention, through the combination of the pre-stored ramp information and the real-time data, the hysteresis of the traditional reaction type control is avoided, the characteristic nodes are introduced to trigger the advanced gear shifting or strategy preparation, and different gradients and loads are dynamically adapted through the control curve, so that various road working conditions are covered.

Description

Technical Field

[0001] The present invention relates to the technical field of construction machinery, and particularly to a vehicle auxiliary control method, device, equipment and medium for sloped road sections. Background Art

[0002] In modern engineering construction, the operating environment of construction machinery transport vehicles is complex, and they often face working conditions such as variable slopes, poor road conditions, and large load differences, which require extremely high driving skills from drivers. When going downhill, if the driver's gear shifting and braking operations are improper, it is easy to cause power interruption in the gearbox, resulting in vehicle out of control and safety accidents; when going uphill, if the gear shifting timing and pedal opening are not well grasped, not only is it difficult to climb the slope, but also component wear will be aggravated.

[0003] Currently, most vehicles adopt a power control strategy with fixed parameters and are difficult to dynamically adjust according to real-time road conditions and vehicle states. When going downhill, the lack of intelligent anti-drag braking adjustment easily leads to brake failure and vehicle over-speed; when going uphill, it cannot adapt to the driving force requirements, resulting in problems such as high fuel consumption and slow power response. Summary of the Invention

[0004] To overcome the above defects, the present invention provides a vehicle auxiliary control method, device, equipment and medium for sloped road sections to solve the problems that affect the safety and comfort of construction machinery transport vehicles when going downhill or uphill due to improper driver operation or fixed vehicle control strategies.

[0005] In a first aspect, an embodiment of the present invention provides a vehicle auxiliary control method for sloped road sections, including:

[0006] Obtain the real-time coordinates of a target vehicle on a target driving section, and perform real-time matching of the target vehicle with a memory trajectory of the pre-stored target driving section according to the real-time coordinates;

[0007] Wherein, the memory trajectory includes at least one sloped road section information, and each sloped road section information includes a ramp starting point, a ramp ending point, a feature node associated with the ramp starting point, a ramp type, and a slope value;

[0008] When it is detected that the target vehicle travels to a target feature node associated with the ramp starting point of a target sloped road section, obtain the driving data of the target vehicle at the target feature node, and determine the target gear and auxiliary power type of the target vehicle on the target sloped road section according to the driving data and the target sloped road section information;

[0009] When it is detected that the target vehicle travels to the ramp starting point of the target sloped road section, perform an auxiliary control operation on the target vehicle according to the target gear and the auxiliary control curve corresponding to the current auxiliary power type.

[0010] Second aspect, an embodiment of the present invention further provides a vehicle auxiliary control device for a slope section, and the device includes:

[0011] A memory trajectory matching module, configured to obtain real-time coordinates of a target vehicle on a target driving section, and perform real-time matching of the target vehicle with a memory trajectory of the pre-stored target driving section according to the real-time coordinates;

[0012] Wherein, at least one slope section information is included in the memory trajectory, and each slope section information includes a slope start point, a slope end point, a feature node associated with the slope start point, a slope type, and a slope value;

[0013] An auxiliary control strategy determination module, configured to obtain driving data of the target vehicle at a target feature node when it is detected that the target vehicle travels to the target feature node associated with the slope start point of the target slope section, and determine a target gear and an auxiliary power type of the target vehicle on the target slope section according to the driving data and the target slope section information;

[0014] An auxiliary control execution module, configured to perform an auxiliary control operation on the target vehicle according to an auxiliary control curve corresponding to the target gear and the current auxiliary power type when it is detected that the target vehicle travels to the slope start point of the target slope section.

[0015] Third aspect, an embodiment of the present invention provides an electronic device, and the electronic device includes:

[0016] At least one processor; and

[0017] A memory communicatively connected to the at least one processor; wherein,

[0018] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute a vehicle auxiliary control method for a slope section according to any embodiment of the present invention.

[0019] Fourth aspect, a computer-readable storage medium is further provided, and the computer-readable storage medium stores computer instructions, and the computer instructions are used to implement a vehicle auxiliary control method for a slope section according to any embodiment of the present invention when executed by a processor.

[0020] In the technical solution of the embodiment of the present invention, by obtaining the real-time coordinates of the target vehicle and performing real-time matching with the pre-stored memory trajectory, the position of the vehicle in the target driving section can be accurately determined; by using the feature nodes associated with the starting point of the ramp, the driving data can be obtained in advance when the vehicle approaches the ramp section, and combined with the ramp section information to determine the target gear and the type of auxiliary power, so that the vehicle can make preparations in advance for driving in the upcoming ramp section; by performing auxiliary control operations on the vehicle according to the auxiliary control curves corresponding to the target gear and the type of auxiliary power, accurate control of operations such as vehicle power output and gear shifting can be achieved, adapting to different ramp section conditions; a certain degree of intelligent auxiliary control is realized, reducing the complex judgments and operations that the driver needs to perform when driving in complex ramp sections, reducing the driving difficulty, enabling the driver to focus more on the road conditions, and further improving driving safety.

[0021] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present invention, nor is it used to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. Brief Description of the Drawings

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0023] Figure 1 is a flowchart of a vehicle auxiliary control method for a ramp section provided according to Embodiment 1 of the present invention;

[0024] Figure 2 is a flowchart of another vehicle auxiliary control method for a ramp section provided according to Embodiment 2 of the present invention;

[0025] Figure 3 is a schematic structural diagram of a vehicle auxiliary control device for a ramp section provided according to Embodiment 3 of the present invention;

[0026] Figure 4 is a schematic structural diagram of an electronic device for implementing the vehicle auxiliary control method for a ramp section of the embodiment of the present invention. Detailed Embodiments

[0027] To enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0028] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to be used to describe a specific order or sequence. It should be understood that such data used can be interchanged under appropriate circumstances so that the embodiments of the present invention described here can be implemented in an order different from those illustrated or described here. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0029] Embodiment 1

[0030] Figure 1 It is a flowchart of a vehicle auxiliary control method for a slope road section provided in Embodiment 1 of the present invention. This embodiment is applicable to the situation of real-time auxiliary control of a vehicle on a slope road section based on a memory trajectory. This method can be executed by a vehicle auxiliary control device for a slope road section. The device can be implemented in the form of hardware and / or software, and the device can be configured in an engineering transport vehicle. As Figure 1 shown, the method includes:

[0031] S110. Obtain the real-time coordinates of the target vehicle on the target driving section, and perform real-time matching between the target vehicle and the memory trajectory of the pre-stored target driving section according to the real-time coordinates.

[0032] The memory trajectory refers to the high-precision map trajectory route of the target driving section pre-stored by the vehicle, including the detailed features of the target driving section. The real-time coordinates refer to the precise coordinate position of the vehicle at present, usually obtained through satellite positioning or an inertial navigation system. The vehicle obtains the coordinates of its current location through the positioning system and compares these coordinates with the pre-stored route data (memory trajectory) to determine the real-time position of the vehicle on the target driving section.

[0033] Among them, at least one slope road section information is included in the memory track, and each slope road section information includes a slope start point, a slope end point, a feature node associated with the slope start point, a slope type, and a slope value.

[0034] The specific information of each slope road section is recorded in the memory track. The slope start point and the slope end point respectively correspond to the start and end position coordinates of the slope road section. The feature node is a trigger point at a certain distance from the slope start point before entering the slope road section, which is used to start the slope control preparation in advance; the slope type includes an uphill road section and a downhill road section; the slope value represents the numerical value of the inclination degree of the slope road section, which directly affects the power and braking force required for the vehicle to travel on the slope. The driving data refers to the relevant operation data of the target vehicle at the target feature node. The operation data is combined with the slope road section information to calculate and determine the target gear and the type of auxiliary power of the vehicle on the slope road section that the vehicle is about to enter.

[0035] S120. When it is detected that the target vehicle travels to the target feature node associated with the slope start point of the target slope road section, obtain the driving data of the target vehicle at the target feature node, and determine the target gear and the type of auxiliary power of the target vehicle on the target slope road section according to the driving data and the target slope road section information.

[0036] The target gear is the optimal gear determined according to the driving data of the vehicle and the slope road section information to enable the vehicle to travel safely and efficiently on the slope road section. The type of auxiliary power refers to the power mode determined according to the driving conditions of the vehicle and the characteristics of the slope road section for assisting the vehicle to travel, such as power enhancement or braking assistance. Different types of auxiliary power can help the vehicle better meet the driving requirements under different slope conditions.

[0037] S130. When it is detected that the target vehicle travels to the slope start point of the target slope road section, perform an auxiliary control operation on the target vehicle according to the target gear and the auxiliary control curve corresponding to the current type of auxiliary power.

[0038] The auxiliary control curve is a parameter rule pre-stored in the embodiment of the present invention, which defines the output relationship of the driving force or braking force under different working conditions of the slope road section. When the vehicle actually reaches the slope start point of a certain slope road section, the power output of the vehicle is automatically adjusted according to the control rule corresponding to the pre-determined target gear and power type.

[0039] In the embodiment of the present invention, by obtaining the real-time coordinates of the target vehicle and performing real-time matching with the pre-stored memory trajectory, the position of the vehicle in the target driving section can be accurately determined; by using the feature nodes associated with the starting point of the ramp, the driving data can be obtained in advance when the vehicle approaches the ramp section, and the target gear and the type of auxiliary power can be determined in combination with the ramp section information, so that the vehicle can be prepared in advance for driving in the upcoming ramp section; by performing auxiliary control operations on the vehicle according to the auxiliary control curve corresponding to the target gear and the type of auxiliary power, precise control of operations such as the power output and gear shifting of the vehicle can be achieved, adapting to different ramp section conditions; a certain degree of intelligent auxiliary control is realized, reducing the complex judgments and operations that the driver needs to perform when driving in complex ramp sections, reducing the driving difficulty, enabling the driver to focus more on the road conditions, and further improving driving safety.

[0040] Optionally, determining the target gear and the type of auxiliary power of the target vehicle in the target ramp section according to the driving data and the slope information may include:

[0041] When the target ramp section is an uphill section, determining that the type of auxiliary power required for the target vehicle to drive in the target ramp section is driving force;

[0042] Obtaining the vehicle speed of the whole vehicle, the current gear, and the theoretical vehicle speed corresponding to the current gear of the target vehicle;

[0043] If the vehicle speed of the whole vehicle is less than the theoretical vehicle speed, determining the higher-level gear of the current gear as the target gear of the target ramp section; if the current vehicle speed is greater than or equal to the theoretical vehicle speed, directly determining the current gear as the target gear of the target ramp section;

[0044] When the target ramp section is a downhill section, determining that the type of auxiliary power required for the target vehicle to drive in the target ramp section is counter-traction braking force;

[0045] Obtaining the vehicle weight of the whole vehicle, the current gear, and the slope value;

[0046] If the maximum driving force that can be output by the current gear is less than the component force of the vehicle weight, selecting the highest gear with the maximum driving force greater than or equal to the component force of the vehicle weight as the target gear of the target ramp section;

[0047] If the maximum driving force that can be output by the current gear is greater than the component force of the vehicle weight, directly determining the current gear as the target gear of the target ramp section;

[0048] Wherein, the driving data includes: vehicle weight, vehicle speed of the whole vehicle, and the current gear, and the mapping relationship between the gear and the maximum driving force output is pre-stored in the mapping relationship library; the component force of the vehicle weight is calculated from the vehicle weight and the slope value.

[0049] When the upcoming slope section that the vehicle is about to drive on is an uphill section, in order to overcome gravity and resistance and make the vehicle drive upward, additional power is required to push. Therefore, the type of auxiliary power is determined to be driving force. The driving force refers to the force that makes the vehicle move forward. On an uphill section, the force provided by the vehicle engine or other power devices is the driving force, which is used to overcome the component force of the vehicle gravity along the slope and other driving resistances. The theoretical vehicle speed is the theoretical driving speed of the vehicle calculated based on parameters such as the engine speed, transmission ratio, and tire radius in a specific gear, and it is a reference value. Collect the current driving state information of the vehicle. The vehicle speed reflects the actual driving speed of the vehicle, and the theoretical vehicle speed corresponding to the current gear is the driving speed range of this gear under ideal conditions. These information are the basis for subsequent gear shifting judgment.

[0050] If the actual driving speed of the vehicle is lower than the theoretical vehicle speed corresponding to the current gear, it indicates that the current gear may be too high and the vehicle power is not fully utilized. At this time, the current gear is upgraded by one level to improve the vehicle's power utilization efficiency and driving performance. When the actual driving speed of the vehicle reaches or exceeds the theoretical vehicle speed corresponding to the current gear, it means that the current gear can meet the driving requirements of the vehicle on this section and there is no need to shift gears. Therefore, the current gear is directly used as the target gear.

[0051] On a downhill section, the vehicle has a tendency to accelerate and slide due to the action of gravity. In order to control the vehicle speed, a reverse braking force needs to be applied. Therefore, the type of auxiliary power is determined to be the counter-dragging braking force. The counter-dragging braking force is used to suppress the force that causes the vehicle to accelerate due to gravity when going downhill, and it is usually achieved through the braking action of the engine, the counter-dragging of the transmission, etc. Collect the basic parameters of the vehicle and the section information. The vehicle weight affects the inertia and the magnitude of the gravity component force of the vehicle. The current gear determines the power output and transmission characteristics of the vehicle. The slope value reflects the steepness of the downhill section. These information are important bases for subsequent gear shifting judgment.

[0052] The maximum driving force is the maximum power that the vehicle engine and transmission system can output in a specific gear, and it is usually determined by factors such as the engine power and the transmission ratio of the transmission. The component force of the vehicle weight refers to the component force of the vehicle gravity in the direction of the slope road surface, and its magnitude is related to the vehicle weight and the slope value. The calculation formula is F = G×sinθ (G is the vehicle weight, θ is the slope value).

[0053] If the maximum driving force that the current gear can provide is not sufficient to balance the component of the vehicle's gravity on the slope, the vehicle will be at risk of accelerating downhill. At this time, a gear that can provide sufficient driving force (i.e., the maximum driving force is greater than or equal to the component of the vehicle's weight) needs to be selected. And to ensure the economy and comfort of the vehicle's driving, the higher gear is selected as the target gear. When the maximum driving force that the current gear can provide is sufficient to balance the component of the vehicle's gravity on the slope, it indicates that the current gear can meet the driving requirements of the vehicle on the downhill section and there is no need to shift gears. So the current gear is directly used as the target gear. The mapping relationship library is a database that stores the corresponding relationship between the vehicle's gears and the maximum driving force output. The corresponding maximum driving force value can be queried from this library according to the current gear.

[0054] Further, performing an auxiliary control operation on the target vehicle according to the target gear and the auxiliary control curve corresponding to the current auxiliary power type may include:

[0055] When the auxiliary power type is driving force, constructing a first type of parameter combination including the vehicle's weight and the uphill slope value;

[0056] Selecting a first target curve that matches the first type of parameter combination from a pre-stored set of driving force relationship curves, and generating a driving force control instruction according to the real-time accelerator pedal opening and the first target curve;

[0057] Wherein, the driving force relationship curve defines the mapping relationship between the accelerator pedal opening and the driving force. In this mapping relationship, it satisfies the data change rule that at the same accelerator pedal opening, the greater the vehicle's weight, the greater the driving force; at the same accelerator pedal opening, the greater the uphill slope value, the greater the driving force.

[0058] The auxiliary power type refers to the power form adopted to help the vehicle drive under specific road conditions. In the embodiments of the present invention, it is divided into driving force and counter-dragging braking force. The first type of parameter combination is a parameter set composed of the vehicle's weight and the uphill slope value, which is used to subsequently find a matching control curve in the pre-stored curves. When the vehicle needs driving force (on the uphill section), the two key factors of the vehicle's weight and the uphill slope value are combined together to form a specific parameter set. These two parameters will mainly affect the magnitude of the driving force required for the vehicle to go uphill. By constructing such a combination, a more accurate matching of the appropriate control curve can be achieved.

[0059] The driving force relationship curve is a series of pre-stored curves that define the mapping relationship between the accelerator pedal opening and the driving force. Different parameter combinations correspond to different curves. The first target curve refers to the curve selected from the pre-stored driving force relationship curves according to the first type of parameter combination and most conforming to the current vehicle driving condition. The driving force control instruction refers to the instruction generated according to the real-time accelerator pedal opening and the first target curve, and is used to control the power system such as the vehicle engine to output an appropriate driving force. In the embodiment of the present invention, multiple groups of driving force relationship curves are pre-stored, and these curves reflect the relationship between the accelerator pedal opening and the driving force under different parameter combinations. According to the constructed first type of parameter combination, the curve matching it is extracted from the pre-stored curves, that is, the first target curve. By combining the current real-time accelerator pedal opening of the vehicle and based on the mapping relationship specified by the first target curve, the corresponding driving force control instruction is generated to accurately control the driving force output of the vehicle.

[0060] At the same accelerator pedal opening, the greater the vehicle's gross weight, the greater the driving force required to move the vehicle forward; the greater the uphill slope value, the more difficult it is for the vehicle to overcome gravity, and the greater the driving force is also required. The above rules are reflected in the driving force relationship curve to ensure that the appropriate driving force can be accurately output according to the actual situation.

[0061] Optionally, performing an auxiliary control operation on the target vehicle according to the target gear and the auxiliary control curve corresponding to the current auxiliary power type may further include:

[0062] When the auxiliary power type is the counter-traction braking force, a second type of parameter combination including the vehicle's gross weight and the downhill slope value is constructed;

[0063] Select a second target curve that matches the second type of parameter combination from the pre-stored multiple groups of counter-traction braking relationship curves, and generate a counter-traction braking force control instruction according to the vehicle speed and the second target curve;

[0064] Among them, the counter-traction braking relationship curve defines the mapping relationship between the vehicle speed and the counter-traction braking force. In the mapping relationship, it satisfies the data change rule that at the same vehicle speed, the greater the vehicle's gross weight, the greater the counter-traction braking force; at the same vehicle speed, the greater the downhill slope value, the greater the counter-traction braking force.

[0065] The second type of parameter combination is a parameter set composed of the vehicle's gross weight and the downhill slope value, and is used to find a matching curve in the pre-stored counter-traction braking relationship curves. When the vehicle needs counter-traction braking force (downhill section), the vehicle's gross weight and the downhill slope value are combined into the second type of parameter combination. The above two parameters will affect the braking force required for the vehicle to go downhill. By constructing such a combination, it is convenient to find a suitable counter-traction braking relationship curve subsequently.

[0066] The anti-drag braking relationship curve is a series of pre-stored curves that define the mapping relationship between vehicle speed and anti-drag braking force. Different parameter combinations correspond to different curves. The second target curve refers to the curve selected from the pre-stored anti-drag braking relationship curves according to the second type of parameter combination and most conforming to the current vehicle driving condition. The anti-drag braking force control instruction refers to the instruction generated according to the vehicle speed of the whole vehicle and the second target curve, which is used to control the braking system of the vehicle or other anti-drag devices to output an appropriate anti-drag braking force. In the embodiment of the present invention, multiple groups of anti-drag braking relationship curves are pre-stored, and these curves reflect the relationship between vehicle speed and anti-drag braking force under different parameter combinations. According to the constructed second type of parameter combination, the second target curve matching it is selected from the pre-stored curves. By combining the current vehicle speed of the vehicle, according to the mapping relationship specified by the second target curve, the corresponding anti-drag braking force control instruction is generated to accurately control the output of the anti-drag braking force of the vehicle.

[0067] At the same vehicle speed, the greater the total vehicle weight of the vehicle, the greater its inertia, and a greater anti-drag braking force is required to decelerate; the greater the downhill slope value, the greater the gravitational acceleration received by the vehicle, and a greater anti-drag braking force is also required to control the vehicle speed. The above rules are reflected in the anti-drag braking relationship curve to ensure that an appropriate anti-drag braking force can be accurately output according to the actual situation.

[0068] Embodiment 2

[0069] Figure 2 The figure is a flowchart of another vehicle auxiliary control method for a slope road section provided in Embodiment 2 of the present invention. This embodiment is refined based on the above embodiment. Correspondingly, as Figure 2 shown, the method specifically includes:

[0070] S210. Obtain the real-time coordinates of the target vehicle on the target driving section, and perform real-time matching of the target vehicle with the memory trajectory of the pre-stored target driving section according to the real-time coordinates.

[0071] Among them, at least one slope road section information is included in the memory trajectory, and each slope road section information includes a slope start point, a slope end point, a feature node associated with the slope start point, a slope type, and a slope value.

[0072] Optionally, before performing real-time matching of the target vehicle with the memory trajectory of the pre-stored target driving section according to the real-time coordinates, it may further include:

[0073] When receiving the road condition memory instruction issued by the management terminal, collect the feature information of multiple trajectory nodes passed by the target vehicle along the fixed driving direction on the target driving section in real time according to a preset period. The feature information includes: timestamp, longitude and latitude, and pitch angle;

[0074] According to the timestamps, latitudes and longitudes of each trajectory node, organize each trajectory node in the order of the distance from the starting point of the target driving section from near to far to obtain a memory trajectory, and mark multiple groups of ramp points in the memory trajectory according to the pitch angles of each trajectory node, as well as the ramp types and slope values of each ramp section defined by each group of ramp points; each group of ramp points includes a ramp starting point and a ramp ending point;

[0075] Identify all ramp starting points in the memory trajectory, determine the characteristic nodes associated with each ramp starting point according to a preset relative horizontal distance, and mark the characteristic nodes in the memory trajectory.

[0076] The embodiment of the present invention is a preamble, indicating that the following describes the preparatory work before the vehicle is matched with the memory trajectory in real time. The management terminal is a terminal for managing and controlling the entire system, and can send various instructions to the vehicle, such as a road condition memory instruction. The preset period is used to periodically collect relevant information of the vehicle so as to accurately record the driving trajectory of the vehicle. The trajectory node is a point with specific characteristics passed by the vehicle during driving, and the driving trajectory of the vehicle can be depicted through these points. The timestamp records the specific time when the vehicle passes each trajectory node and is used to identify the time sequence of the trajectory nodes. The latitude and longitude are used to determine the specific geographical location of the vehicle on the earth and accurately represent the position of the vehicle on the target driving section. The pitch angle is the inclination angle of the vehicle body relative to the horizontal direction during driving, and can be used to judge whether the vehicle is in a ramp section and the general situation of the slope. When the vehicle controller receives the road condition memory instruction sent by the management terminal, it will continuously collect the relevant characteristic information of multiple trajectory nodes passed by the target vehicle when driving in a specific driving section in a fixed direction according to a preset time period, and these information are used to record the driving trajectory and state of the vehicle.

[0077] According to the timestamp and latitude and longitude information of the collected trajectory nodes, sort the trajectory nodes according to their distances from the starting point of the target driving section, so as to form a memory trajectory. At the same time, identify the ramp points based on the pitch angles of the trajectory nodes, determine the ramp sections, and mark the type (uphill or downhill) and slope value of each ramp section. Each ramp section is defined by a ramp starting point and a ramp ending point.

[0078] The feature nodes in the embodiments of the present invention are specific points associated with the starting points of ramps, determined by a preset relative horizontal distance, and are used to assist the vehicle in perceiving in advance the upcoming ramp section during driving so as to take corresponding control measures. Its function is to provide a more accurate position reference for the vehicle and help the vehicle make preparations in advance for the ramp section. In the already formed memory trajectory, find all the starting points of ramps, and then determine a feature node associated with each starting point of the ramp according to the preset relative horizontal distance, and mark these feature nodes in the memory trajectory as well, so as to judge in advance the upcoming ramp section by identifying the feature nodes during the driving of the vehicle.

[0079] Further, after determining the feature nodes associated with each starting point of the ramp according to the preset relative horizontal distance and marking the feature nodes in the memory trajectory, it may further include:

[0080] If it is detected that the target feature node associated with the target starting point of the ramp in the memory trajectory falls within the ramp section, then delete the target feature node in the memory trajectory, and search in the reverse driving direction for a backtracking feature node that belongs to other ramp sections and has the closest relative horizontal distance to the target starting point of the ramp;

[0081] Determine the backtracking feature node as the target feature node associated with the target starting point of the ramp, and update the ramp section information in the memory trajectory.

[0082] The target starting point of the ramp is the starting position point of the specific ramp section currently concerned. "Target" is to clarify the starting point of the specified ramp that is currently being processed and analyzed. The backtracking feature node is the feature node that belongs to other ramp sections and has the closest relative horizontal distance to the target starting point of the ramp when searching in the reverse driving direction. It is an alternative feature node re-determined when the original target feature node falls within the ramp section.

[0083] The embodiments of the present invention are mainly applicable to continuous ramp sections, such as an uphill section directly connected to a downhill section. At this time, the end point of the previous ramp is also the starting point of the next ramp. When the original target feature node associated with the starting point of the next ramp falls within the previous ramp section, this special node may be interfered by various uncertain factors due to being in the actual driving area of the ramp and cannot accurately play its role as a pre-judgment point. The setting of the backtracking feature node can ensure that when the original node is not suitable, a relatively reliable alternative point can be found, so that the system's judgment of the vehicle's driving state and subsequent control still have an accurate reference basis, thereby ensuring the accuracy and stability of the entire vehicle auxiliary control system.

[0084] S220. When it is detected that the target vehicle travels to a target feature node associated with the ramp starting point of the target ramp section, obtain the driving data of the target vehicle at the target feature node.

[0085] S230. In the memory trajectory, sequentially calculate the first pitch angle change amount between each trajectory node located after the target starting point and the target starting point; where the target starting point is initially set as the starting point on the target driving section.

[0086] The target starting point is the starting point initially set as the target driving section. As the calculation progresses, it will be continuously updated to the end point of the previous ramp section, which is used to determine the starting position of the next ramp section. The first pitch angle change amount refers to the difference in pitch angle between each trajectory node after the target starting point and the target starting point, which is used to measure the slope change between different points in the trajectory, so as to analyze whether the vehicle has entered different ramp sections. By calculating the pitch angle change amount between each trajectory node and the target starting point, find the points where the slope changes significantly in the trajectory, and prepare for determining the starting point of the ramp section.

[0087] S240. Obtain the target trajectory node whose absolute value of the first pitch angle change amount is greater than the first threshold as the slope starting point, and sequentially calculate the second pitch angle change amount between each trajectory node located after the slope starting point and the slope starting point.

[0088] The slope starting point is the point where the first significant slope change appears in the memory trajectory, that is, the target trajectory node whose absolute value of the first pitch angle change amount is greater than the first threshold. The purpose is to filter out small slope fluctuations and ensure that only significant ramps are marked, marking the start of a ramp section. The second pitch angle change amount is the pitch angle change amount between each trajectory node after the slope starting point and the slope starting point, which is used to further analyze the slope change situation within the ramp section. The first threshold is used to determine whether the pitch angle change amount is significant enough to determine whether it is the starting point of the ramp section.

[0089] S250. Search for the target trajectory node where the second pitch angle change amount no longer changes or the direction of the second pitch angle change amount is opposite, and use the qualified target trajectory node as the slope end point corresponding to the slope starting point.

[0090] The slope end point corresponds to the slope starting point and is the trajectory node determined by searching for specific conditions of the second pitch angle change amount, marking the end of a ramp section. When the second pitch angle change amount no longer changes, it means that the slope has stabilized, or when the direction of the second pitch angle change amount is opposite, it means that the slope starts to change in the opposite direction. The above two situations can both be used as the sign of the end of the ramp section. By finding such a ramp end point, a ramp section can be completely defined.

[0091] S260. Determine the slope type and slope value of the current slope section corresponding to a set of ramp points composed of the slope start point and the slope end point by calculating the pitch angle difference between the slope start point and the slope end point.

[0092] The slope type indicates whether the slope section is an uphill or downhill slope, which is judged by the pitch angle difference between the slope start point and the slope end point; the slope value represents the degree of inclination of the slope section and is obtained by calculating the pitch angle difference between the slope start point and the slope end point. The pitch angle difference between the slope start point and the slope end point directly reflects the slope condition of the slope section, thereby accurately describing the characteristics of the slope section so that the controller can perform corresponding control adjustments on the vehicle according to this information.

[0093] S270. Take the ramp end point of the current slope section as the new target start point, and return to execute the operation of calculating the first pitch angle change amount between each trajectory node located after the new target start point and the new target start point, and respectively obtain the new slope start point and the new slope end point until there is no slope start point that meets the conditions among the remaining trajectory nodes in the memory trajectory, so as to obtain the ramp types and slope values of each slope section defined by multiple sets of ramp points.

[0094] Taking the current ramp end point as the new starting point, repeat the above steps to scan the subsequent trajectory nodes until the entire target driving section is traversed, aiming to identify all independent ramps in the entire route. By iterative processing, it is ensured that no ramp is missed, and the termination condition is that no new ramp start point can be identified among the remaining trajectory nodes.

[0095] Through the refinement of the overall solution, the technical solution of the embodiment of the present invention focuses on describing the accurate identification of the slope section in the memory trajectory, the accurate determination of the slope type and value based on the pitch angle change amount and threshold determination, and the complete coverage of the entire driving section in a cyclic iteration manner. Specifically, by comparing the pitch angle change amount with the threshold, the interference of the normal driving attitude change of the vehicle can be effectively filtered, and the slope start point and end point can be accurately positioned to achieve the accurate division and identification of the slope section. According to the pitch angle difference between the start and end points, the slope type and slope value are quantitatively calculated to provide accurate terrain parameter support for vehicle control. Through the cyclic iteration mechanism, continuous analysis is carried out with the section end point as the new starting point to ensure that all slope sections in the memory trajectory are not missed, and a complete road slope information map is constructed. The embodiment of the present invention does not depend on a specific road condition and can adapt to complex and changeable road environments by adjusting the threshold. Whether it is a steep slope, a gentle slope or a continuous slope road condition, the section characteristics can be accurately extracted.

[0096] Embodiment III

[0097] Figure 3The structural schematic diagram of a vehicle auxiliary control device for a slope road section provided in Embodiment 3 of the present invention. As Figure 3 shown, the device includes:

[0098] A memory trajectory matching module 310, configured to obtain the real-time coordinates of the target vehicle on the target driving section, and perform real-time matching of the target vehicle with the memory trajectory of the pre-stored target driving section according to the real-time coordinates;

[0099] Wherein, at least one slope road section information is included in the memory trajectory, and each slope road section information includes a slope start point, a slope end point, a feature node associated with the slope start point, a slope type, and a slope value;

[0100] An auxiliary control strategy determination module 320, configured to obtain the driving data of the target vehicle at the target feature node when it is detected that the target vehicle travels to the target feature node associated with the slope start point of the target slope road section, and determine the target gear and the type of auxiliary power of the target vehicle on the target slope road section according to the driving data and the target slope road section information;

[0101] An auxiliary control execution module 330, configured to perform an auxiliary control operation on the target vehicle according to the auxiliary control curve corresponding to the target gear and the current type of auxiliary power when it is detected that the target vehicle travels to the slope start point of the target slope road section.

[0102] In the embodiment of the present invention, by obtaining the real-time coordinates of the target vehicle and performing real-time matching with the pre-stored memory trajectory, the position of the vehicle in the target driving section can be accurately determined; by using the feature node associated with the slope start point, the driving data can be obtained in advance when the vehicle approaches the slope road section, and the target gear and the type of auxiliary power are determined in combination with the slope road section information, so that the vehicle can be prepared in advance for driving on the upcoming slope road section; by performing an auxiliary control operation on the vehicle according to the auxiliary control curve corresponding to the target gear and the type of auxiliary power, precise control of operations such as the vehicle's power output and gear shifting can be achieved, adapting to different slope road section conditions; a certain degree of intelligent auxiliary control is realized, reducing the complex judgments and operations that the driver needs to perform when driving on complex slope road sections, reducing the driving difficulty, enabling the driver to focus more on the road conditions, and further improving driving safety.

[0103] Optionally, based on the above embodiments, it further includes: a memory trajectory construction unit, configured to, before performing real-time matching of the target vehicle with the memory trajectory of the pre-stored target driving section according to the real-time coordinates, when receiving a road condition memory instruction issued by the management terminal, collect in real time the feature information of multiple trajectory nodes passed by the target vehicle on the target driving section along the fixed driving direction at a preset period, where the feature information includes: a timestamp, longitude and latitude, and a pitch angle;

[0104] According to the timestamps, longitude and latitude of each trajectory node, organize each trajectory node in the order from the closest to the starting point of the target driving section to the farthest to obtain a memory trajectory, and mark multiple groups of ramp points in the memory trajectory according to the pitch angles of each trajectory node, as well as the ramp types and slope values of each ramp section defined by each group of ramp points; each group of ramp points includes a ramp starting point and a ramp ending point.

[0105] Identify all ramp starting points in the memory trajectory, determine the characteristic nodes associated with each ramp starting point according to a preset relative horizontal distance, and mark the characteristic nodes in the memory trajectory.

[0106] Optionally, on the basis of the above embodiments, the memory trajectory construction unit may further include:

[0107] The first pitch angle change quantum unit is used to sequentially calculate the first pitch angle change amount between each trajectory node after the target starting point and the target starting point in the memory trajectory; wherein, the target starting point is initially set as the starting point on the target driving section.

[0108] The slope starting point determination subunit is used to obtain the target trajectory node with the absolute value of the first pitch angle change amount greater than the first threshold as the slope starting point, and sequentially calculate the second pitch angle change amount between each trajectory node after the slope starting point and the slope starting point.

[0109] The slope ending point determination subunit is used to find the target trajectory node where the second pitch angle change amount no longer changes or the direction of the second pitch angle change amount is opposite for the first time, and use the qualified target trajectory node as the slope ending point corresponding to the slope starting point.

[0110] The slope information determination subunit is used to determine the slope type and slope value of the current ramp section corresponding to a group of ramp points composed of the slope starting point and the slope ending point by calculating the pitch angle difference between the slope starting point and the slope ending point.

[0111] The trajectory node traversal subunit is used to use the ramp ending point of the current ramp section as the new target starting point, and return to execute the operation of sequentially calculating the first pitch angle change amount between each trajectory node after the new target starting point and the new target starting point, and respectively obtaining the new slope starting point and the new slope ending point until there is no qualified slope starting point in the remaining trajectory nodes in the memory trajectory, so as to obtain the ramp types and slope values of each ramp section defined by multiple groups of ramp points.

[0112] Optionally, on the basis of the above embodiments, the auxiliary control strategy determination module 320 may include:

[0113] A driving force determination unit, configured to determine that the type of auxiliary power required for the target vehicle to travel on the target slope road section is driving force when the target slope road section is an uphill road section;

[0114] A first driving data acquisition unit, configured to acquire the vehicle speed of the target vehicle, the current gear, and the theoretical vehicle speed corresponding to the current gear;

[0115] A first target gear determination unit, configured to determine the higher-level gear of the current gear as the target gear of the target slope road section if the vehicle speed is less than the theoretical vehicle speed;

[0116] A second target gear determination unit, configured to directly determine the current gear as the target gear of the target slope road section if the current vehicle speed is greater than or equal to the theoretical vehicle speed;

[0117] A counter-dragging braking force determination unit, configured to determine that the type of auxiliary power required for the target vehicle to travel on the target slope road section is counter-dragging braking force when the target slope road section is a downhill road section;

[0118] A second driving data acquisition unit, configured to acquire the vehicle weight of the target vehicle, the current gear, and the slope value;

[0119] A third target gear determination unit, configured to select the highest gear with the maximum driving force greater than or equal to the component force of the vehicle weight as the target gear of the target slope road section if the maximum driving force that can be output by the current gear is less than the component force of the vehicle weight;

[0120] A third target gear determination unit, configured to directly determine the current gear as the target gear of the target slope road section if the maximum driving force that can be output by the current gear is greater than the component force of the vehicle weight;

[0121] Wherein, the driving data includes: vehicle weight, vehicle speed, and current gear, and the mapping relationship between the gear and the maximum output driving force is pre-stored in a mapping relationship library; the component force of the vehicle weight is calculated from the vehicle weight and the slope value.

[0122] Optionally, on the basis of the above embodiments, the auxiliary control execution module 330 may include:

[0123] A first type of parameter combination construction unit, configured to construct a first type of parameter combination including vehicle weight and uphill slope value when the type of auxiliary power is driving force;

[0124] A driving force control instruction generation unit, configured to select a first target curve matching the first type of parameter combination from a pre-stored multiple groups of driving force relationship curves, and generate a driving force control instruction according to the real-time accelerator pedal opening and the first target curve;

[0125] Among them, the driving force relationship curve defines the mapping relationship between the accelerator pedal opening and the driving force. In this mapping relationship, it satisfies the data change rule that under the same accelerator pedal opening, the greater the vehicle weight, the greater the driving force; under the same accelerator pedal opening, the greater the uphill slope value, the greater the driving force.

[0126] Optionally, based on the above embodiments, the auxiliary control execution module 330 may further include:

[0127] A second type of parameter combination construction unit, configured to construct a second type of parameter combination including the vehicle weight and the downhill slope value when the auxiliary power type is the counter-dragging braking force;

[0128] A counter-dragging braking force control instruction generation unit, configured to select a second target curve matching the second type of parameter combination from a pre-stored multiple groups of counter-dragging braking relationship curves, and generate a counter-dragging braking force control instruction according to the vehicle speed and the second target curve;

[0129] Among them, the counter-dragging braking relationship curve defines the mapping relationship between the vehicle speed and the counter-dragging braking force. In this mapping relationship, it satisfies the data change rule that under the same vehicle speed, the greater the vehicle weight, the greater the counter-dragging braking force; under the same vehicle speed, the greater the downhill slope value, the greater the counter-dragging braking force.

[0130] Optionally, based on the above embodiments, it may further include: a special node filtering unit, configured to, after determining a feature node associated with each ramp starting point according to a preset relative horizontal distance and marking the feature node in the memory trajectory, if it is detected that the target feature node associated with the target ramp starting point in the memory trajectory falls within any ramp section, delete the target feature node in the memory trajectory, and search in the reverse driving direction for a backtracking feature node belonging to other ramp sections that is the closest to the target ramp starting point in terms of relative horizontal distance;

[0131] Determine the backtracking feature node as the target feature node associated with the target ramp starting point, and update the ramp section information in the memory trajectory.

[0132] The vehicle auxiliary control device for a ramp section provided by the embodiments of the present invention can execute the vehicle auxiliary control method for a ramp section provided by any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the method.

[0133] Embodiment 4

[0134] Figure 4FIG. shows a schematic structural diagram of an electronic device 10 that can be used to implement an embodiment of the present invention. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0135] As Figure 4 shown, the electronic device 10 includes at least one processor 11, and a memory communicatively connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc. The memory stores a computer program executable by the at least one processor. The processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 into the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other through a bus 14. The input / output (I / O) interface 15 is also connected to the bus 14.

[0136] Multiple components in the electronic device 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a magnetic disk, an optical disk, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0137] The processor 11 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as a vehicle assistance control method for a slope section.

[0138] That is: obtaining the real-time coordinates of the target vehicle on the target driving section, and performing real-time matching between the target vehicle and the memory trajectory of the pre-stored target driving section according to the real-time coordinates;

[0139] Wherein, the memory trajectory includes at least one slope road section information, and each slope road section information includes a slope start point, a slope end point, a feature node associated with the slope start point, a slope type, and a slope value;

[0140] When it is detected that the target vehicle travels to the target feature node associated with the slope start point of the target slope road section, obtaining the driving data of the target vehicle at the target feature node, and determining the target gear and the auxiliary power type of the target vehicle on the target slope road section according to the driving data and the target slope road section information;

[0141] When it is detected that the target vehicle travels to the slope start point of the target slope road section, performing an auxiliary control operation on the target vehicle according to the target gear and the auxiliary control curve corresponding to the current auxiliary power type.

[0142] In some embodiments, a vehicle auxiliary control method for a slope road section can be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by the processor 11, one or more steps of the vehicle auxiliary control method for a slope road section described above can be executed. Alternatively, in other embodiments, the processor 11 can be configured to execute a vehicle auxiliary control method for a slope road section in any other suitable manner (for example, by means of firmware).

[0143] The various embodiments of the systems and techniques described above in this document can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on a chip (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: being implemented in one or more computer programs, which can be executed and / or interpreted on a programmable system including at least one programmable processor, and the programmable processor can be a dedicated or general programmable processor, and can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit the data and instructions to the storage system, the at least one input device, and the at least one output device.

[0144] A computer program for implementing the method of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowchart and / or block diagram to be implemented. The computer programs can be executed entirely on the machine, partially on the machine, as a stand-alone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0145] In the context of the present invention, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer-readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, the computer-readable storage medium can be a machine-readable signal medium. More specific examples of the machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0146] In order to provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or a trackball) through which the user can provide input to the electronic device. Other kinds of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0147] The systems and techniques described herein can be implemented in a computing system including backend components (e.g., as a data server), or a computing system including middleware components (e.g., an application server), or a computing system including frontend components (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described herein), or a computing system including any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected with each other by digital data communication in any form or medium (e.g., a communication network). Examples of communication networks include: local area network (LAN), wide area network (WAN), blockchain network, and the Internet.

[0148] A computing system can include a client and a server. The client and the server are generally far from each other and typically interact through a communication network. The client-server relationship is created by computer programs running on respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or a cloud host, which is a host product in the cloud computing service system, solving the defects of difficult management and weak business scalability existing in traditional physical hosts and VPS services.

[0149] It should be understood that various forms of the processes shown above can be used, with steps reordered, added, or deleted. For example, the steps recited in the present invention can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved, and no limitation is imposed herein.

[0150] The above specific embodiments do not constitute a limitation on the protection scope of the present invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A vehicle auxiliary control method for a slope section, characterized in that Including: Obtain the real-time coordinates of the target vehicle on the target driving section, and perform real-time matching of the target vehicle with the memory trajectory of the pre-stored target driving section according to the real-time coordinates; Wherein, the memory trajectory includes at least one slope road section information, and each slope road section information includes a slope starting point, a slope ending point, a feature node associated with the slope starting point, a slope type, and a slope value; When it is detected that the target vehicle travels to the target feature node associated with the slope starting point of the target slope road section, obtain the driving data of the target vehicle at the target feature node, and determine the target gear and the auxiliary power type of the target vehicle on the target slope road section according to the driving data and the target slope road section information; When it is detected that the target vehicle travels to the slope starting point of the target slope road section, perform an auxiliary control operation on the target vehicle according to the target gear and the auxiliary control curve corresponding to the current auxiliary power type.

2. The method according to claim 1, characterized in that, Before performing real-time matching of the target vehicle with the memory trajectory of the pre-stored target driving section according to the real-time coordinates, it further includes: When receiving a road condition memory instruction issued by the management terminal, collect in real time at a preset period the feature information of multiple trajectory nodes passed by the target vehicle when driving along a fixed driving direction on the target driving section, and the feature information includes: timestamp, longitude and latitude, and pitch angle; According to the timestamps and longitudes and latitudes of each trajectory node, organize each trajectory node in the order of the distance from the starting point of the target driving section from near to far to obtain a memory trajectory, and mark multiple groups of slope points and the slope types and slope values of each slope road section defined by each group of slope points in the memory trajectory according to the pitch angles of each trajectory node; each group of slope points includes a slope starting point and a slope ending point; Identify all slope starting points in the memory trajectory, determine the feature nodes associated with each slope starting point according to a preset relative horizontal distance, and mark the feature nodes in the memory trajectory.

3. The method according to claim 2, characterized in that, Marking multiple groups of slope points and the slope types and slope values of each slope road section defined by each group of slope points in the memory trajectory according to the pitch angles of each trajectory node includes: In the memory trajectory, sequentially calculate the first pitch angle change amount between each trajectory node located after the target starting point and the target starting point; wherein, the target starting point is initialized as the starting point on the target driving section; Obtain the target trajectory node with the absolute value of the first pitch angle change amount greater than the first threshold as the slope starting point, and sequentially calculate the second pitch angle change amount between each trajectory node located after the slope starting point and the slope starting point; Search for the target trajectory node where the second pitch angle change amount no longer changes or the direction of the second pitch angle change amount is opposite for the first time, and use the qualified target trajectory node as the slope ending point corresponding to the slope starting point; Determine the slope type and slope value of the current slope road section corresponding to a group of slope points composed of the slope starting point and the slope ending point by calculating the pitch angle difference between the slope starting point and the slope ending point. Take the ramp end point of the current ramp section as the new target starting point, and return the calculation of the execution order for the first pitch angle change amount between each trajectory node located after the new target starting point and the new target starting point, and respectively obtain the new ramp starting point and the new ramp ending point, until there is no ramp starting point that meets the conditions among the remaining trajectory nodes in the memory trajectory, so as to obtain the ramp type and slope value of each ramp section defined by multiple groups of ramp points.

4. The method according to claim 1, characterized in that, Determine the target gear and auxiliary power type of the target vehicle on the target ramp section according to the driving data and the slope information, including: When the target ramp section is an uphill section, determine that the auxiliary power type required for the target vehicle to drive on the target ramp section is driving force; Obtain the vehicle speed of the whole vehicle, the current gear, and the theoretical vehicle speed corresponding to the current gear of the target vehicle; If the vehicle speed of the whole vehicle is less than the theoretical vehicle speed, determine the next higher gear of the current gear as the target gear of the target ramp section; If the current vehicle speed is greater than or equal to the theoretical vehicle speed, directly determine the current gear as the target gear of the target ramp section; When the target ramp section is a downhill section, determine that the auxiliary power type required for the target vehicle to drive on the target ramp section is counter-dragging braking force; Obtain the vehicle weight of the whole vehicle, the current gear, and the slope value; If the maximum driving force that can be output by the current gear is less than the component force of the vehicle weight, select the highest gear with the maximum driving force greater than or equal to the component force of the vehicle weight as the target gear of the target ramp section; If the maximum driving force that can be output by the current gear is greater than the component force of the vehicle weight, directly determine the current gear as the target gear of the target ramp section; Among them, the driving data includes: vehicle weight, vehicle speed of the whole vehicle, and current gear, and the mapping relationship between the gear and the maximum driving force output is pre-stored in the mapping relationship library; the component force of the vehicle weight is calculated from the vehicle weight and the slope value.

5. The method according to claim 4, characterized in that Perform auxiliary control operations on the target vehicle according to the auxiliary control curve corresponding to the target gear and the current auxiliary power type, and also include: When the auxiliary power type is driving force, construct a first type of parameter combination including vehicle weight and uphill slope value; Select the first target curve that matches the first type of parameter combination from multiple pre-stored driving force relationship curves, and generate a driving force control instruction according to the real-time accelerator pedal opening and the first target curve; Among them, the driving force relationship curve defines the mapping relationship between the accelerator pedal opening and the driving force. In the mapping relationship, it satisfies the data change rule that under the same accelerator pedal opening, the greater the vehicle weight, the greater the driving force; under the same accelerator pedal opening, the greater the uphill slope value, the greater the driving force.

6. The method according to claim 4, characterized in that Perform auxiliary control operations on the target vehicle according to the auxiliary control curve corresponding to the target gear and the current auxiliary power type, including: When the auxiliary power type is counter-dragging braking force, construct a second type of parameter combination including vehicle weight and downhill slope value; Select the second target curve that matches the second type of parameter combination from multiple pre-stored counter-dragging braking relationship curves, and generate a counter-dragging braking force control instruction according to the vehicle speed of the whole vehicle and the second target curve; Among them, the reverse drag braking relationship curve defines the mapping relationship between the vehicle speed and the reverse drag braking force. In the said mapping relationship, it satisfies the data variation rule that at the same vehicle speed, the greater the vehicle weight, the greater the reverse drag braking force; at the same vehicle speed, the greater the downhill slope value, the greater the reverse drag braking force.

7. The method according to any one of claims 1-6, characterized in that, After determining the characteristic nodes associated with each ramp starting point according to the preset relative horizontal distance and marking the said characteristic nodes in the memory trajectory, it further includes: If it is detected that the target characteristic node associated with the target ramp starting point in the memory trajectory falls within any ramp section, then delete the said target characteristic node in the memory trajectory, and search in the reverse driving direction for the backtracking characteristic node that belongs to other ramp sections and is the closest to the target ramp starting point in terms of relative horizontal distance; Determine the target characteristic node associated with the target ramp starting point as the said backtracking characteristic node, and update the ramp section information in the memory trajectory.

8. A vehicle auxiliary control device for a slope section, characterized in that It includes: A memory trajectory matching module, configured to obtain the real-time coordinates of the target vehicle in the target driving section, and perform real-time matching of the target vehicle with the memory trajectory of the pre-stored target driving section according to the said real-time coordinates; Among them, the said memory trajectory contains at least one ramp section information, and each ramp section information includes a ramp starting point, a ramp ending point, a characteristic node associated with the ramp starting point, a ramp type, and a slope value; An auxiliary control strategy determination module, configured to obtain the driving data of the target vehicle at the target characteristic node when it is detected that the target vehicle travels to the target characteristic node associated with the ramp starting point of the target ramp section, and determine the target gear and the auxiliary power type of the target vehicle in the target ramp section according to the said driving data and the target ramp section information; An auxiliary control execution module, configured to perform an auxiliary control operation on the target vehicle according to the target gear and the auxiliary control curve corresponding to the current auxiliary power type when it is detected that the target vehicle travels to the ramp starting point of the target ramp section.

9. An electronic device, characterized in that, The said electronic device includes: At least one processor; and A memory communicatively connected to the said at least one processor; wherein, The said memory stores a computer program executable by the said at least one processor, and the computer program is executed by the said at least one processor so that the said at least one processor can execute a vehicle auxiliary control method for a ramp section as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The said computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the processor to implement a vehicle auxiliary control method for a ramp section as described in any one of claims 1-7 when executed.

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