Method and device for controlling ramp parking of vehicle, controller, vehicle and product

Abstract

The invention relates to a method and device for controlling ramp parking of a vehicle, a controller, the vehicle and a product. The method includes determining a torque for controlling the vehicle based on a weight of the vehicle and an angle of a ramp where the vehicle is located. The method further includes generating a torque request for a first drive motor of the vehicle and a zero speed control request for a second drive motor of the vehicle based on the torque. The method further includes controlling ramp parking of the vehicle with the first drive motor and the second drive motor in response to the torque request and the zero speed control request. In this way, the two driving motors can be used for providing driving force with a larger range for the vehicle on the ramp, so that the vehicle sliding problem is prevented, the safety and convenience of the vehicle during starting in the ramp environment are further improved, and the safety of the vehicle during ramp running is improved.

Description

Technical Field

[0001] Embodiments of the present disclosure generally relate to the field of vehicle control technology, and more particularly to a method, device, controller, vehicle, and product for controlling hill parking of a vehicle. Background Art

[0002] With the rapid development of society, users have increasingly higher requirements for the safety of transportation. As the mainstream means of transportation for users, the safety performance of vehicles is naturally receiving increasing attention. Parking and starting on a slope are among the most common driving situations.

[0003] When starting to move after stopping on a sloped road, the vehicle may often roll after the brake pedal is released due to the steep slope angle or the time difference between releasing the brake pedal and pressing the accelerator pedal. In serious cases, it may cause an accident. Summary of the Invention

[0004] Embodiments of the present disclosure provide a method, apparatus, controller, vehicle, and product for controlling hill parking of a vehicle.

[0005] In a first aspect of the present disclosure, a method for controlling hill holding of a vehicle is provided. The method includes determining a torque for controlling the vehicle based on a weight of the vehicle and an angle of a slope on which the vehicle is located. The method also includes generating a torque request for a first drive motor of the vehicle and a zero speed control request for a second drive motor of the vehicle based on the torque. The method also includes controlling the hill holding of the vehicle using the first drive motor and the second drive motor in response to the torque request and the zero speed control request.

[0006] In a second aspect of the present disclosure, an apparatus for controlling hill holding of a vehicle is provided. The apparatus includes a torque determination unit configured to determine a torque for controlling the vehicle based on the weight of the vehicle and the angle of the slope on which the vehicle is located. The apparatus also includes a torque request generation unit configured to generate a torque request for a first drive motor of the vehicle and a zero speed control request for a second drive motor of the vehicle based on the torque. The apparatus also includes a hill holding control unit configured to control hill holding of the vehicle using the first drive motor and the second drive motor in response to the torque request and the zero speed control request.

[0007] In a third aspect of the present disclosure, a controller is provided. The controller includes one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, causes the one or more processors to implement the method provided according to the first aspect of the present disclosure.

[0008] In a fourth aspect of the present disclosure, a vehicle is provided. The vehicle includes the controller provided according to the third aspect of the present disclosure.

[0009] In a fifth aspect of the present disclosure, a machine-readable storage medium is provided, wherein the machine-readable storage medium stores machine-executable instructions, wherein the machine-executable instructions are executed by a processor to implement the method provided according to the first aspect of the present disclosure.

[0010] In a sixth aspect of the present disclosure, a computer program product is provided, which is tangibly stored on a non-volatile computer-readable medium and includes machine-executable instructions, which when executed cause a machine to perform the steps of the method provided according to the first aspect of the present disclosure.

[0011] It should be understood that the contents described in the disclosure section are not intended to limit the key or important features of the embodiments of the present disclosure, nor are they intended to limit the scope of the present disclosure. Other features of the present disclosure will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. In the accompanying drawings, the same or similar reference numerals represent the same or similar elements, wherein:

[0013] Figure 1 A schematic diagram illustrating an example environment in which devices and / or methods according to some embodiments of the present disclosure may be implemented;

[0014] Figure 2 A flowchart illustrating a method for controlling hill holding of a vehicle according to some embodiments of the present disclosure is shown;

[0015] Figure 3 A schematic diagram illustrating the force applied to a vehicle on a slope according to some embodiments of the present disclosure is shown;

[0016] Figure 4 A schematic diagram illustrating a process of controlling hill parking of a vehicle and updating the vehicle weight according to some embodiments of the present disclosure;

[0017] Figure 5 A schematic diagram illustrating an iterative process of controlling hill parking of a vehicle and updating the vehicle weight according to some embodiments of the present disclosure;

[0018] Figure 6 A block diagram illustrating an apparatus for controlling hill hold of a vehicle according to some embodiments of the present disclosure; and

[0019] Figure 7A schematic block diagram of an example device illustrating some embodiments of the present disclosure is shown.

[0020] Throughout the drawings, the same or similar reference numbers denote the same or similar elements. DETAILED DESCRIPTION

[0021] The following describes embodiments of the present disclosure in more detail with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are for illustrative purposes only and are not intended to limit the scope of protection of the present disclosure.

[0022] In the description of the embodiments of the present disclosure, the term "including" and similar terms should be understood as open inclusion, that is, "including but not limited to." The term "based on" should be understood as "based at least in part on." The term "one embodiment" or "the embodiment" should be understood as "at least one embodiment." The terms "first," "second," etc. may refer to different or the same objects. Other explicit and implicit definitions may also be included below.

[0023] As mentioned above, when a vehicle starts moving on a slope, the user releases the parking brake and brake pedal and presses the accelerator. During the interval between releasing the brake pedal and pressing the accelerator (e.g., 1 second), the vehicle may roll forward or backward due to the interruption of braking force and the influence of gravity. Rolling can lead to traffic accidents, potentially causing damage to the user's personal safety and property.

[0024] In related art, to prevent the vehicle from rolling away, the vehicle's drive motor can be used to provide the necessary driving force to prevent the vehicle from rolling down a slope. For example, the drive motor can provide a certain amount of torque to balance the weight of the vehicle on a slope, preventing the vehicle from rolling forward or backward. However, if the slope is steep or the vehicle is loaded with heavy cargo, a single drive motor cannot provide the required driving force to prevent the vehicle from rolling down a slope, thereby reducing vehicle driving safety.

[0025] To this end, an embodiment of the present disclosure provides a method for controlling hill holding of a vehicle. The method includes determining a torque for controlling the vehicle based on the weight of the vehicle and the angle of the slope on which the vehicle is located. The method also includes generating a torque request for a first drive motor of the vehicle and a zero speed control request for a second drive motor of the vehicle based on the torque. The method also includes controlling the hill holding of the vehicle using the first drive motor and the second drive motor in response to the torque request and the zero speed control request.

[0026] In this way, two drive motors can be used to provide a wider range of driving force for hill parking. This ensures that even when the vehicle is heavily loaded (or overloaded) or on a steep slope, sufficient driving force can be provided to prevent the vehicle from rolling away. This further increases the safety and convenience of starting the vehicle on a slope, improving the safety of the vehicle on slopes. At the same time, because the two drive motors operate in different ways, there is no conflict when controlling the vehicle, thus avoiding increasing the vehicle's slip distance on the slope and ensuring the safety of the vehicle on slopes.

[0027] Figure 1 1 is a schematic diagram illustrating an example environment 100 in which devices and / or methods according to some embodiments of the present disclosure may be implemented. Figure 1 As shown in FIG, an example environment 100 includes a vehicle 102, a first drive motor 104, a second drive motor 106, and a controller 108 disposed in the vehicle. According to an embodiment of the present disclosure, the vehicle 102 refers to any type of motorized or non-motorized vehicle that can carry people and / or objects and is movable. Figure 1 As shown in FIG, the vehicle 102 is shown as an electric vehicle. It should be understood that the vehicle may also include other types, such as trucks, cranes, motorcycles, etc. Figure 1 As shown, the vehicle 102 is located on a slope ( Figure 1 (middle is uphill).

[0028] In some embodiments, the vehicle 102 can be driven by a dual-axle drive. A first drive motor 104 can provide driving force for the front axle of the vehicle 102, and a second drive motor 106 can provide driving force for the rear axle of the vehicle 102. The first drive motor 104 and the second drive motor 106 are electrical devices that can convert electrical energy into mechanical energy, thereby providing driving force for the vehicle to travel. These devices can also have the function of converting mechanical energy into electrical energy. The first drive motor 104 and the second drive motor 106 can receive instructions sent by the controller 108 and adjust their own speed and output torque according to the instructions, providing driving force for the vehicle 102 to crawl, accelerate, maintain a constant speed, decelerate, etc.

[0029] In some embodiments, the first drive motor 104 and the second drive motor 106 generally have three control modes, such as a speed control mode, a torque control mode, and a position control mode. The speed control mode allows the external output torque of the drive motor to be set by external analog input or direct address assignment. The speed control mode allows the rotational speed of the drive motor to be controlled by input or pulse frequency to adjust the torque output by the drive motor.

[0030] In some embodiments, the controller 108 can be integrated into the domain controller of the vehicle 102 or provided as a separate module in the vehicle 102. For example, the controller 108 can be a vehicle control unit (VCU). It is understood that during the period when the driver releases the brake pedal and parking brake of the vehicle 102 and presses the accelerator pedal to start the vehicle, the controller 108 can use the first drive unit 104 and the second drive unit 106 to control the vehicle's hill parking to prevent the vehicle 102 from rolling backward.

[0031] like Figure 1 As shown, at block 110, the controller 108 may determine a torque for controlling the vehicle 102 based on the weight of the vehicle 102 and the angle of the slope on which the vehicle 102 is located. At block 112, the controller 108 may generate a torque request for the first drive motor 104 and a zero speed control request for the second drive motor 106 based on the torque. At block 114, in response to the torque request and the zero speed control request, the controller 108 may utilize the first drive motor 104 and the second drive motor 106 to control the hill-holding of the vehicle 102. For example, upon receiving the torque request, the first drive motor 104 may output the torque indicated by the torque request; upon receiving the zero speed control request, the second drive motor 106 may control the wheels (e.g., the left and right rear wheels of the rear axle) to zero speed and output a corresponding torque. It should be understood that the torques output by the first drive motor 104 and the second drive motor 106 may stabilize the vehicle 102 on the slope for a period of time, ensuring that the vehicle 102 can start smoothly without rolling forward or backward.

[0032] It should be understood that the two drive motors (the first drive motor 104 and the second drive motor 106) can provide a driving force that matches the slope and the weight of the vehicle, so that after the vehicle speed drops to zero, the vehicle 102 can stop on the slope after a short distance of rolling backward. When the driver needs to move forward again, he only needs to step on the accelerator again. When the driving force provided by the two drive motors overcomes the friction and gravity components under the current slope, the vehicle 102 can move forward. Moreover, the control mode of the first drive motor 104 is different from the control mode of the second drive motor 106. In the process of controlling the first drive motor 104 and the second drive motor 106, no conflict will occur and no processing time delay will be generated.

[0033] In this way, two drive motors can be used to provide a wider range of driving force for hill parking. This ensures that even when the vehicle is heavily loaded (or overloaded) or on a steep slope, sufficient driving force can be provided to prevent the vehicle from rolling away. This further increases the safety and convenience of starting the vehicle on a slope, improving the safety of the vehicle on slopes. At the same time, because the two drive motors have different control modes, there is no conflict when controlling the vehicle, thus avoiding increasing the slip distance caused by the vehicle starting on a slope and ensuring the safety performance of the vehicle on slopes.

[0034] The following will be combined Figures 2 to 7 The process according to the embodiment of the present disclosure is described in detail. For ease of understanding, the specific data mentioned in the following description are exemplary and are not intended to limit the scope of protection of the present disclosure. It is understood that the embodiments described below may also include additional actions not shown and / or may omit the actions shown, and the scope of the present disclosure is not limited in this respect.

[0035] Figure 2 FIG. 1 is a flow chart showing a method 200 for controlling hill parking of a vehicle according to some embodiments of the present disclosure. In some embodiments, the method 200 may be performed by Figure 1 It should be understood that the method 200 may also include additional actions not shown and / or may omit actions shown, and the scope of the present disclosure is not limited in this respect.

[0036] like Figure 2As shown, in box 202, the torque used to control the vehicle is determined based on the weight of the vehicle and the angle of the ramp on which the vehicle is located. The weight of the vehicle is the sum of the weight of the vehicle itself and the weight of the load. The weight of the vehicle can be obtained from the memory of the vehicle or from other network devices connected to the vehicle. For example, the weight of the vehicle can be 4 tons, 5 tons, etc. In some embodiments, the ramp on which the vehicle is located can be an uphill slope or a downhill slope. The angle of the ramp can be the inclination angle of the ramp, for example, the angle between the inclined surface of the ramp and the horizontal plane. In some examples, the angle of the ramp can be 15°, 18°, 20°, etc.

[0037] In some embodiments, torque refers to the driving torque output by the drive motor from the crankshaft. Under constant power conditions, torque is inversely proportional to the drive motor's speed; that is, the faster the speed, the lower the torque. Torque, to a certain extent, reflects the vehicle's load capacity within a certain range. The torque generated by the drive motor is transmitted to the drive wheels through the transmission system, generating driving torque. Driven by this driving torque, the drive wheels exert a circumferential force on the ground. The reaction force of the ground on the drive wheels is the driving force.

[0038] like Figure 2 As shown, in box 204, based on the torque, a torque request for the first drive motor and a zero speed control request for the second drive motor can be generated. The torque request is used to indicate the first torque expected to be output by the first drive motor. In some embodiments, after determining the torque used to control the vehicle, a portion of the torque can be allocated to the first drive motor, which will be responsible for it. For example, the torque required to be provided by the first drive motor can be determined based on a preset distribution coefficient. The preset distribution coefficient can be set by the user according to the actual application, for example, it can be set to 0.5, 0.4, 0.45, etc. In one example, when the torque used to control the vehicle is 1000Nm and the preset distribution coefficient is 0.5, the first torque indicated in the torque request is 500Nm. That is, the fixed torque expected to be output by the first drive motor is 500Nm.

[0039] In some embodiments, zero-speed control involves setting the speed command of the second drive motor to zero and using a proportional-integral (PI) module to adjust the driving force required to prevent slope slippage, thereby determining the final actuating torque of the second drive motor. The PI module is a linear controller that forms a control deviation between a given value and an actual output value, and linearly combines the proportional and integral of the deviation to form a control variable to control the controlled object.

[0040] Continue to refer Figure 2In box 206, in response to the torque request and the zero speed control request, the first drive motor and the second drive motor are used to control the hill parking of the vehicle. For example, in response to the torque request, the first drive motor can output the first torque indicated by the torque request. In response to the zero speed control request, the second drive motor can output the second torque that makes the speed zero. The vehicle can be controlled based on the first torque and the second torque so that the vehicle does not slip when starting on a slope (for example, slipping forward or slipping backward). In some embodiments, the first drive motor can use a feedback control system to achieve precise control of torque. For example, the first drive motor can monitor the speed, position or torque of the load and compare it with a preset target value (for example, the value of the first torque indicated in the torque request). Based on the comparison result, the first drive motor can adjust its current to output the required first torque.

[0041] In this way, two drive motors can be used to provide a wider range of driving force for hill parking. This ensures that even when the vehicle is heavily loaded (or overloaded) or on a steep slope, sufficient driving force can be provided to prevent the vehicle from rolling away. This further increases the safety and convenience of starting the vehicle on a slope, improving the safety of the vehicle on slopes. At the same time, because the two drive motors operate in different ways, there is no conflict when controlling the vehicle, thus avoiding increasing the slip distance caused by the vehicle starting on a slope and ensuring the safety of the vehicle on slopes.

[0042] In some embodiments, in order to park a vehicle on a slope or prevent it from slipping when starting on a slope, the vehicle's drive motor needs to provide driving force for the vehicle to overcome the component of the vehicle's gravity in the direction of the slope and the slope resistance. In other words, the drive motor needs to provide a certain driving torque to balance the vehicle's gravity component on the slope and the slope resistance to keep the vehicle stationary. Then, when the weight of the vehicle and the angle of the slope change, the driving torque required to be provided by the drive motor also changes. In order to ensure that the vehicle's drive motor can provide sufficient driving torque for the vehicle to park on a slope, two drive motors can be used to simultaneously provide driving torque for the vehicle's hill parking control.

[0043] In general, the vehicle is loaded with cargo, and the weight of the vehicle varies depending on the weight of the cargo. Therefore, the weight of the vehicle stored in the memory or other network devices may not be accurate, which in turn leads to inaccurate torque determination. If the vehicle is torque-controlled according to the torque, it is easy to cause a landslide problem. In this case, part of the torque can be allocated to one of the two drive motors (such as the first drive motor), and the drive motor is responsible for providing part of the torque. In order to ensure that the other drive motor (such as the second drive motor) can provide the torque required to prevent the vehicle from landslide, the other drive motor can be controlled at zero speed. In other words, torque control can be performed on one drive motor and speed control can be performed on the other drive motor.

[0044] In actual applications, the weight of cargo loaded on a vehicle may be constantly updated, resulting in inaccurate vehicle weight retrieved from the vehicle's memory. Therefore, in some embodiments, after completing hill parking control, the vehicle's actual weight can be determined based on the output torques of the first and second drive motors. The previously stored vehicle weight is deleted and the resulting actual weight is stored in the vehicle's memory. This allows the updated vehicle weight to be directly retrieved during subsequent hill parking control, resulting in more accurate hill parking control.

[0045] In some embodiments, after completing hill parking control, a force analysis of the vehicle can be performed, and the actual weight of the vehicle can be determined according to Newton's second law. For example, the actual weight m1 of the vehicle can be calculated using the following formula (1).

[0046] T1 / r+T2 / r-m1gsinθ=m1a (1)

[0047] Wherein, T1 is the first torque output by the first drive motor, T2 is the second torque output by the second drive motor, and r is the radius of the vehicle. a is the acceleration of the vehicle after hill parking control is completed. In some embodiments, the first torque T1 output by the first drive motor can be determined based on torque feedback from the first drive motor. The second torque T2 output by the second drive motor can be determined based on the actual torque output by the second drive motor after zero speed control.

[0048] It is understood that in some embodiments, in order to further improve the accuracy of the actual weight of the vehicle, the influence of factors such as air resistance, rolling resistance, and friction may also be considered when performing force analysis on the vehicle. The actual weight of the vehicle determined in this way is more consistent with the actual situation and more accurate.

[0049] In some embodiments, the actual weight of the vehicle can also be determined based on the initial state of the vehicle when starting on a slope and the state of the vehicle after completing hill parking control. For example, the actual weight of the vehicle can be determined based on the initial dynamic equation of the vehicle when starting on a slope and the dynamic equation of the vehicle after completing hill parking control. It should be noted that when determining the actual weight of the vehicle, it can be assumed that factors such as friction or other resistance experienced by the vehicle remain unchanged. The initial dynamic equation of the vehicle when starting on a slope is:

[0050] F1-f=m1a1 (2)

[0051] The dynamic equation of the vehicle after completing the hill parking control is:

[0052] F2-f=m1a (3)

[0053] Subtracting equation (2) from equation (3) yields equation (4):

[0054] F1-F2 = m1(a1-a) (4)

[0055] Where a1 and a are the acceleration of the vehicle when starting on a slope and the acceleration after the vehicle completes hill parking control, respectively. F1 is the driving force applied by the drive motors (e.g., the first drive motor and the second drive motor) when the vehicle starts on a slope, and F2 is the driving force applied by the drive motors after the vehicle completes hill parking control.

[0056] It is understood that the driving force (e.g., F1, F2) can be directly read from the vehicle controller or calculated based on the output torque of the first and second drive motors. Therefore, when a1, a, F1, and F2 are determined, the actual vehicle weight m1 can be directly calculated according to equation (4).

[0057] In some embodiments, before controlling a vehicle on a hill, it is desired that the torque provided by the drive motor to the vehicle be sufficient to keep the vehicle stationary on the slope without rolling forward or backward. Based on this, the driving force used to control the vehicle can be determined based on the vehicle dynamics, thereby determining the torque used to control the vehicle. In some embodiments, the driving force used to control the vehicle can be determined based on the acceleration of the vehicle and the component of the gravity acting on the vehicle in the direction of the slope. For example, the driving force F used to control the vehicle can be calculated using F = mgsinθ. Here, m is the weight of the vehicle and θ is the inclination angle of the slope.

[0058] In other embodiments, a vehicle parked on a slope is affected by various forces, such as gravity, friction, driving force, etc. In order to determine a more accurate driving force for controlling the vehicle, a comprehensive analysis of the forces acting on the vehicle may be performed. Figure 3A schematic diagram of the force conditions of a vehicle on a ramp according to some embodiments of the present disclosure is shown. The gravity G acting on the vehicle can be decomposed along the x- and y-axis directions to determine the component of the gravity acting on the vehicle in the x-axis direction and the component in the y-axis direction. f is the ramp resistance acting on the vehicle. The ramp resistance may include headwind resistance, acceleration resistance, and rolling resistance, etc. The driving force corresponding to the output torque of the first drive motor and the second drive motor is F. The vehicle is in a state of force balance at this time, and the dynamic equation of the vehicle is: F=f+mgsinθ. After determining the angle θ of the ramp and the ramp resistance f, a more accurate driving force F can be determined.

[0059] Figure 4 FIG2 shows a schematic diagram of a process for controlling a vehicle on a hill and updating the vehicle weight according to some embodiments of the present disclosure. Figure 4 As shown, the weight 402 of the vehicle and the initial acceleration 404 of the vehicle on the slope can be read from the memory of the vehicle. The weight 402 of the vehicle stored in the memory can be the initial weight of the vehicle set by the manufacturer when the vehicle leaves the factory, or it can be the weight of the vehicle updated after the last hill parking control of the vehicle. The weight 402 of the vehicle and the initial acceleration 404 of the vehicle on the slope are input into the weight calculation module 406, and then input into the hill hold module 408 by the weight calculation module 406. It can be understood that after the weight 402 of the vehicle and the initial acceleration 404 of the vehicle on the slope are input into the weight calculation module, the weight calculation module does not need to process the weight 402 of the vehicle, and can directly input the weight 402 of the vehicle into the hill hold module 408. In some embodiments, the hill hold module 408 can be set in the controller of the vehicle (for example Figure 1 Controller 106 shown).

[0060] like Figure 4 As shown, the initial acceleration 404 of the vehicle on the slope can also be input into the angle calculation module 410. The angle calculation module 410 can use θ = arcsin (a / g) to determine the angle of the slope. Thereafter, the angle calculation module 410 can input the calculated angle into the hill hold module 408. The hill hold module 408 can determine the torque used to control the vehicle based on the weight 402 of the vehicle and the angle of the slope. Based on the torque, a torque request is generated for the first drive motor 412 of the vehicle, and the torque request is input into the first drive motor 412. The first drive motor 412 can perform torque control in response to the torque request to output a first torque to control the vehicle. The first drive motor 412 can feed back the output first torque to the hill hold module 408.

[0061] Continue to refer Figure 4The hill hold module 408 can also generate a zero speed control request for the second drive motor 414 based on the torque and input the zero speed control request to the second drive motor 414. In response to the zero speed control request, the second drive motor 414 can perform speed control and output a second torque required to achieve zero speed. The second drive motor 414 can feed the output second torque back to the hill hold module 408. After determining the first torque and the second torque, the hill hold module 408 can input the first torque and the second torque to the weight calculation module 406. The weight calculation module 406 can use the weight determination method described above to determine the actual weight of the vehicle based on the first torque, the second torque, and the initial acceleration 404. It will be understood that after determining the actual weight of the vehicle, the weight calculation module 406 can store the actual weight in the vehicle's memory and delete the vehicle weight 402 previously stored in the memory to complete the vehicle weight update.

[0062] In this way, two drive motors can be used to provide a wider range of driving force for hill parking. This ensures that even when the vehicle is heavily loaded (or overloaded) or on a steep slope, sufficient driving force can be provided to prevent the vehicle from rolling away. This further increases the safety and convenience of starting the vehicle on a slope, improving the safety of the vehicle when driving on a slope. Furthermore, because the two drive motors operate in different modes, there is no conflict when controlling the vehicle, thus avoiding increasing the slip distance caused by starting on a slope and ensuring the safety of the vehicle when driving on a slope. Furthermore, after completing hill parking control, the actual weight of the vehicle can be determined based on the actual torque output by the two drive motors. This not only makes the determination of the actual vehicle weight more accurate, but also provides auxiliary conditions for the next hill parking control.

[0063] Figure 5 FIG. 1 is a schematic diagram showing an iterative process of controlling a vehicle on a hill and updating the vehicle's weight according to some embodiments of the present disclosure. Figure 5As shown, in block 506, a torque for controlling the vehicle can be determined based on the vehicle weight 502 and the slope angle 504 on which the vehicle is located. For example, the driving force for controlling the vehicle can be calculated using F = mg sin θ, and the torque for controlling the vehicle can be determined based on the driving force. Here, m is the vehicle weight 502, and θ is the slope angle 504 on which the vehicle is located. In block 508, the torque to be distributed to the first drive motor is determined based on the torque and a preset distribution coefficient. In block 510, a torque request for the first drive motor can be generated based on the torque distributed to the first drive motor and sent to the first drive motor. In response to the torque request, the first drive motor can output a corresponding first torque. In block 512, to ensure that the second drive motor can provide sufficient torque to prevent the vehicle from rolling on the slope, a zero speed control request can be generated for the second drive motor and sent to the second drive motor. In response to the zero speed control request, the second drive motor can output a corresponding second torque. The first hill parking control of the vehicle can be completed by the torque provided by the first drive motor and the second drive motor.

[0064] like Figure 5 As shown, in block 514, the actual vehicle weight may be determined based on the first and second torques, and the actual weight may be stored in the vehicle's memory to update the vehicle weight. In block 516, during the second hill hold control of the vehicle, the updated vehicle weight may be read, and the torque used to control the vehicle may be determined based on the updated vehicle weight. In block 518, the torque allocated to the first drive motor may be determined based on the torque and a preset distribution coefficient. In block 520, a torque request for the first drive motor may be generated based on the torque allocated to the first drive motor and transmitted to the first drive motor. In response to the torque request, the first drive motor may output a corresponding first torque. In block 522, a zero speed control request may be generated for the second drive motor and transmitted to the second drive motor. In response to the zero speed control request, the second drive motor may output a corresponding second torque. The second hill hold control of the vehicle may be completed using the torques provided by the first and second drive motors.

[0065] It is understandable that if Figure 5 As shown, in block 524, to ensure that the vehicle does not roll during hill parking control on a slope, after hill parking control is performed, the vehicle acceleration can be checked to see if it is greater than a preset acceleration. If it is less than the preset acceleration, the vehicle can be controlled normally for hill parking. If it is greater than the preset acceleration, an abnormality warning message can be returned to alert the user of the problem.

[0066] In this way, even when the vehicle's weight is not accurate, the two drive motors can be used to provide a wider range of driving force for hill parking to prevent the vehicle from rolling, further increasing the safety and convenience of starting the vehicle on a slope and improving the safety of the vehicle on slopes. In addition, the actual vehicle weight can be continuously updated during hill parking control, providing auxiliary conditions and reference data for each hill parking control.

[0067] Figure 6 FIG2 is a block diagram of an apparatus 600 for controlling hill parking of a vehicle according to some embodiments of the present disclosure. Figure 6 The apparatus 600 includes a torque determination unit 602 configured to determine a torque for controlling the vehicle based on the weight of the vehicle and the angle of the slope on which the vehicle is located. The apparatus 600 also includes a torque request generation unit 604 configured to generate a torque request for a first drive motor of the vehicle and a zero speed control request for a second drive motor of the vehicle based on the torque. The apparatus 600 also includes a hill hold control unit 606 configured to control hill holding of the vehicle using the first drive motor and the second drive motor in response to the torque request and the zero speed control request.

[0068] In some embodiments, the device 600 also includes a weight update unit configured to: obtain a first torque output by the first drive motor and a second torque output by the second drive motor; determine a total torque based on the first torque and the second torque; update the weight of the vehicle based on the total torque and the acceleration of the vehicle and store the updated weight.

[0069] In some embodiments, the weight update unit is further configured to: determine the component of the vehicle's corresponding gravitational acceleration in the direction of the ramp based on the angle of the ramp; and update the vehicle's weight and store the updated weight based on the total torque, the vehicle's acceleration, and the component of gravitational acceleration.

[0070] In some embodiments, the weight updating unit is further configured to: obtain an initial acceleration when the vehicle starts on a slope; and update the weight of the vehicle based on the total torque, the torque, the initial acceleration, and the acceleration, and store the updated weight.

[0071] In some embodiments, the torque determination unit 602 is further configured to: determine a first torque required to be provided by the first driving motor based on a preset distribution coefficient and the torque; and generate a torque request for the first driving motor based on the first torque.

[0072] In some embodiments, the hill hold control unit 606 is further configured to: in response to a torque request, control the first drive motor to output a first torque; in response to a zero speed control request, control the second drive motor to perform zero speed control to output a second torque; and control hill holding of the vehicle based on the first torque and the second torque.

[0073] In some embodiments, the torque determination unit 602 is further configured to: determine the gravity acting on the vehicle according to the weight of the vehicle and the angle of the slope on which the vehicle is located; and determine the torque used to control the vehicle based on the component of gravity in the direction of the slope.

[0074] In some embodiments, the apparatus 600 further includes a ramp angle determination unit configured to: obtain the pitch angle of the vehicle and the initial acceleration of the vehicle when starting on the ramp; and determine the ramp angle based on the pitch angle and the initial acceleration.

[0075] In some embodiments, the device 600 also includes an abnormality reminder unit, which is configured to: obtain the acceleration of the vehicle after using the first drive motor and the second drive motor to control the hill parking of the vehicle; and return abnormality reminder information in response to the acceleration being greater than a preset acceleration threshold.

[0076] It can be understood that the device 600 of the present disclosure can achieve at least one of the many advantages that can be achieved by the method or process described above. For example, the device 600 can use two drive motors to provide a wider range of driving force for the vehicle's slope parking, so as to ensure that even when the vehicle is in a heavy load (or overloaded) state or the slope on which the vehicle is located is relatively inclined, it can provide sufficient driving force for the vehicle to prevent the problem of slipping, thereby further increasing the safety and convenience of the vehicle when starting in a slope environment, and improving the safety of the vehicle's slope driving. At the same time, since the two drive motors have different driving modes, there will be no conflict when controlling the vehicle, thereby avoiding increasing the vehicle's slip distance on the slope and ensuring the safety performance of the vehicle's slope driving.

[0077] Figure 7 1 shows a schematic block diagram of an example device 700 that can be used to implement embodiments of the present disclosure. Figure 7 As shown, device 700 includes a processor 701, which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) 702 and loaded into a random access memory (RAM) 703. Various programs and data required for the operation of device 700 can also be stored in RAM 703. Processor 701, ROM 702, and RAM 703 are connected to each other via a bus 704. An input / output (I / O) interface 705 is also connected to bus 704.

[0078] The various processes and procedures described above, such as method 200, may be executed by processor 701. For example, in some embodiments, method 200 may be implemented as a computer software program tangibly embodied on a machine-readable medium. In some embodiments, part or all of the computer program may be loaded and / or installed onto device 700 via ROM 702. When the computer program is loaded into RAM 703 and executed by processor 701, one or more actions of method 200 described above may be performed.

[0079] The present disclosure may be a method, an apparatus, a system and / or a computer program product. The computer program product may include a computer-readable storage medium carrying computer-readable program instructions for executing various aspects of the present disclosure.

[0080] A computer-readable storage medium may be a tangible device that can hold and store instructions used by an instruction execution device. A computer-readable storage medium may be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), and any suitable combination thereof. The computer-readable storage medium used herein is not to be interpreted as a transient signal per se, such as a radio wave or other freely propagating electromagnetic wave, an electromagnetic wave propagated through a waveguide or other transmission medium (e.g., a light pulse through a fiber optic cable), or an electrical signal transmitted through a wire.

[0081] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to each computing / processing device, or downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network can include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. The network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions to be stored in the computer-readable storage medium in each computing / processing device.

[0082] The computer program instructions for performing the operations of the present disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, and conventional procedural programming languages ​​such as "C" language or similar programming languages. Computer-readable program instructions may be executed entirely on a user's computer, partially on a user's computer, as an independent software package, partially on a user's computer, partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., utilizing an Internet service provider to connect via the Internet). In some embodiments, an electronic circuit, such as a programmable logic circuit, a field programmable gate array (FPGA), or a programmable logic array (PLA), may be personalized by utilizing the state information of the computer-readable program instructions. The electronic circuit may execute the computer-readable program instructions, thereby realizing various aspects of the present disclosure.

[0083] Various aspects of the present disclosure are described herein with reference to flowcharts and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the present disclosure. It should be understood that each block of the flowcharts and / or block diagrams, and combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer-readable program instructions.

[0084] These computer-readable program instructions can be provided to a processing unit of a general-purpose computer, a special-purpose computer, or other programmable data processing device, thereby producing a machine such that when these instructions are executed by the processing unit of the computer or other programmable data processing device, a device is generated that implements the functions / actions specified in one or more blocks in the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium, where these instructions cause the computer, programmable data processing device, and / or other device to operate in a specific manner. Thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing various aspects of the functions / actions specified in one or more blocks in the flowchart and / or block diagram.

[0085] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device so that a series of operational steps are performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to implement the functions / actions specified in one or more blocks in the flowchart and / or block diagram.

[0086] The flow charts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the systems, methods and computer program products according to multiple embodiments of the present disclosure. In this regard, each box in the flow chart or block diagram can represent a part of a module, program segment or instruction, and the part of the module, program segment or instruction contains one or more executable instructions for realizing the prescribed logical function. In some alternative implementations, the functions marked in the box can also occur in a sequence different from that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the prescribed function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0087] While various embodiments of the present disclosure have been described above, the foregoing description is intended to be illustrative, non-exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is selected to best explain the principles of the embodiments, their practical applications, or technical improvements to existing technologies, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A method (200) for controlling hill parking of a vehicle, comprising: determining (202) a torque for controlling the vehicle based on the weight of the vehicle and the angle of the hill on which the vehicle is located; generating ( 204 ) a torque request for a first drive motor of the vehicle and a zero speed control request for a second drive motor of the vehicle based on the torque; as well as In response to the torque request and the zero speed control request, hill hold control (206) of the vehicle is performed using the first drive motor and the second drive motor.

2. The method (200) according to claim 1, further comprising: Obtaining a first torque output by the first drive motor and a second torque output by the second drive motor; determining a total torque based on the first torque and the second torque; as well as Based on the total torque and the acceleration of the vehicle, the weight of the vehicle is updated and the updated weight is stored.

3. The method (200) of claim 2, wherein updating the weight of the vehicle based on the total torque and the acceleration of the vehicle and storing the updated weight comprises: determining, based on the angle of the ramp, a component of the gravitational acceleration corresponding to the vehicle in the direction of the ramp; as well as Based on the total torque, the acceleration of the vehicle, and the component of the gravitational acceleration, the weight of the vehicle is updated and the updated weight is stored.

4. The method (200) of claim 2, wherein updating the weight of the vehicle based on the total torque and the acceleration of the vehicle and storing the updated weight comprises: obtaining an initial acceleration of the vehicle when starting on the slope; as well as Based on the total torque, the torque, the initial acceleration, and the acceleration, a weight of the vehicle is updated and the updated weight is stored.

5. The method (200) of claim 1, wherein generating (204) a torque request for a first drive motor of the vehicle based on the torque comprises: Determining a first torque required to be provided by the first drive motor based on a preset distribution coefficient and the torque; as well as Based on the first torque, a torque request is generated for the first drive electric machine.

6. The method (200) of claim 1, wherein controlling (206) a hill hold of the vehicle using the first drive motor and the second drive motor in response to the torque request and the zero speed control request comprises: In response to the torque request, controlling the first drive motor to output a first torque; In response to the zero speed control request, controlling the second drive motor to perform zero speed control to output a second torque; as well as Hill holding of the vehicle is controlled based on the first torque and the second torque.

7. The method (200) of claim 1, wherein determining (202) a torque for controlling the vehicle based on a weight of the vehicle and an angle of a hill on which the vehicle is located comprises: determining the gravity acting on the vehicle based on the weight of the vehicle and the angle of the slope on which the vehicle is located; as well as Based on the component of the gravity in the direction of the hill, a torque for controlling the vehicle is determined.

8. The method (200) of claim 1, further comprising: obtaining a pitch angle of the vehicle and an initial acceleration of the vehicle when starting on the slope; as well as The angle of the ramp is determined based on the pitch angle and the initial acceleration.

9. The method (200) of claim 1, further comprising: After controlling the vehicle to park on a hill using the first drive motor and the second drive motor, obtaining an acceleration of the vehicle; as well as In response to the acceleration being greater than a preset acceleration threshold, abnormal reminder information is returned.

10. A device (600) for controlling vehicle parking on a hill, comprising: a torque determination unit (602) configured to determine a torque for controlling the vehicle based on the weight of the vehicle and the angle of the slope on which the vehicle is located; a torque request generating unit (604) configured to generate a torque request for a first drive motor of the vehicle and a zero speed control request for a second drive motor of the vehicle based on the torque; as well as A hill hold control unit (606) is configured to control hill hold of the vehicle using the first drive motor and the second drive motor in response to the torque request and the zero speed control request.

11. A controller comprising: at least one processor; as well as A memory is coupled to the at least one processor and has instructions stored thereon, which, when executed by the at least one processor, cause the controller to perform the method according to any one of claims 1 to 9.

12. A vehicle comprising the controller according to claim 11.

13. A computer program product tangibly stored on a non-transitory computer readable medium and comprising machine-executable instructions which, when executed, cause a machine to perform the steps of the method according to any one of claims 1 to 9.

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