Vehicle slope recognition method, device and equipment, storage medium and program product

Abstract

The invention discloses a vehicle slope recognition method, device and equipment, a storage medium and a program product, and belongs to the technical field of vehicle intelligent control. The method comprises the steps that the wheel speed detected by a wheel speed sensor of the vehicle, the longitudinal acceleration detected by an acceleration sensor and the yaw velocity detected by an angular velocity sensor are obtained; based on the wheel speed, the longitudinal acceleration and the yaw velocity, whether the vehicle meets specified conditions or not is determined, and the specified conditions are used for indicating that the vehicle is in a slippage state; and in response to the situation that the vehicle does not meet the specified condition, the gradient of a road where the vehicle is located is determined based on the longitudinal acceleration and the wheel speed, and the vehicle is controlled based on the gradient. The slope calculation error can be reduced, normal driving of the vehicle on the ramp can be ensured based on accurate control of the vehicle, and the driving risk of the vehicle is reduced.

Description

Technical Field

[0001] This application relates to the field of intelligent vehicle control, and in particular to a method, device, equipment, storage medium, and computer program product for vehicle slope recognition. Background Technology

[0002] With the rapid development of new energy vehicle technology and the increasing demands of consumers for driving experience, the intelligent control systems of plug-in hybrid vehicles are facing unprecedented challenges. Especially when driving on slopes, the gradient must first be calculated based on the vehicle's wheel speed in order to accurately control the vehicle. However, in special circumstances, if the vehicle's wheel speed does not match its actual speed on a slope, the calculated gradient will deviate significantly from the actual gradient. In such cases, controlling the vehicle based on an incorrect gradient will affect its normal operation and may even threaten its safety. Summary of the Invention

[0003] This application provides a method, apparatus, device, storage medium, and computer program product for vehicle slope recognition. It addresses the problem that errors in calculating the vehicle's slope under special operating conditions lead to incorrect driving control based on the erroneous slope, thus affecting normal vehicle operation and threatening vehicle safety. The technical solution is as follows:

[0004] On the one hand, a method for vehicle slope recognition is provided, the method comprising:

[0005] The wheel speed detected by the wheel speed sensor, the longitudinal acceleration detected by the acceleration sensor, and the yaw rate detected by the angular velocity sensor of the vehicle are obtained.

[0006] Based on the wheel speed, the longitudinal acceleration, and the yaw rate, it is determined whether the vehicle meets the specified conditions, wherein meeting the specified conditions indicates that the vehicle is in a skidding state;

[0007] In response to the vehicle not meeting the specified conditions, the gradient of the road where the vehicle is located is determined based on the longitudinal acceleration and the wheel speed, and the vehicle is controlled based on the gradient.

[0008] In one possible implementation, the method further includes:

[0009] In response to the vehicle meeting specified conditions, the vehicle's pre-stored slope is obtained, and the vehicle is controlled based on the slope.

[0010] In another possible implementation, determining whether the vehicle meets the specified conditions based on the wheel speed, the longitudinal acceleration, and the yaw rate includes:

[0011] The theoretical acceleration of the vehicle is determined based on the wheel speed;

[0012] The difference between the longitudinal acceleration and the historical longitudinal acceleration is determined, wherein the time interval between the acquisition time of the historical longitudinal acceleration and the acquisition time of the longitudinal acceleration is a specified value; or, the difference between the longitudinal acceleration and the initial longitudinal acceleration is determined, wherein the initial longitudinal acceleration is the longitudinal acceleration acquired at the initial moment when the vehicle enters a specified gear, and correspondingly, the longitudinal acceleration is the longitudinal acceleration acquired when the vehicle is in a specified gear and the vehicle speed is greater than a vehicle speed threshold, wherein the specified gear includes forward gear or reverse gear;

[0013] If any of the vehicle's theoretical acceleration, the difference, and the yaw rate does not meet the corresponding preset conditions, then it is determined that the vehicle does not meet the specified conditions.

[0014] If the theoretical acceleration of the vehicle, the difference, and the yaw rate all satisfy their respective preset conditions, then it is determined that the vehicle meets the specified conditions.

[0015] The preset conditions corresponding to the theoretical driving acceleration include the theoretical driving acceleration being greater than or equal to an acceleration threshold, the preset conditions corresponding to the difference include the difference being less than or equal to a difference threshold, and the preset conditions corresponding to the yaw rate include the yaw rate being less than or equal to a yaw rate threshold.

[0016] In another possible implementation, determining whether the vehicle meets the specified conditions based on the wheel speed, the longitudinal acceleration, and the yaw rate includes:

[0017] The theoretical acceleration of the vehicle is determined based on the wheel speed;

[0018] The difference between the longitudinal acceleration and the historical longitudinal acceleration is determined, wherein the time interval between the acquisition time of the historical longitudinal acceleration and the acquisition time of the longitudinal acceleration is a specified value; or, the difference between the longitudinal acceleration and the initial longitudinal acceleration is determined, wherein the initial longitudinal acceleration is the longitudinal acceleration acquired when the vehicle enters a specified gear, and correspondingly, the longitudinal acceleration is the longitudinal acceleration acquired when the vehicle is in a specified gear and the vehicle speed is greater than a vehicle speed threshold, wherein the specified gear includes forward gear or reverse gear;

[0019] In response to the fact that the theoretical driving acceleration, the difference, and the yaw rate of the vehicle all continuously meet their respective preset conditions within a specified time period, it is determined that the vehicle meets the specified conditions.

[0020] If any of the vehicle's theoretical acceleration, the difference, and the yaw rate fail to meet the corresponding preset conditions within a specified time period, it is determined that the vehicle does not meet the specified conditions.

[0021] The preset conditions corresponding to the theoretical driving acceleration include the theoretical driving acceleration being greater than or equal to an acceleration threshold, the preset conditions corresponding to the difference include the difference being less than or equal to a difference threshold, and the preset conditions corresponding to the yaw rate include the yaw rate being less than or equal to a yaw rate threshold.

[0022] In another possible implementation, determining the slope of the road where the vehicle is located based on the longitudinal acceleration and the wheel speed includes:

[0023] The theoretical acceleration of the vehicle is determined based on the wheel speed;

[0024] The slope of the road where the vehicle is located is determined based on the theoretical driving acceleration and the longitudinal acceleration.

[0025] In another possible implementation, controlling the vehicle based on the slope includes:

[0026] The charging and discharging state of the vehicle's power battery is controlled based on the slope; and / or,

[0027] Based on the slope, a corresponding shift correction coefficient is determined; based on the shift correction coefficient, the vehicle's shift MAP is corrected to obtain a slope-corrected shift MAP; and based on the slope-corrected shift MAP, the vehicle's shifting is controlled; and / or,

[0028] In response to a decrease in the brake master cylinder pressure of the vehicle, the decrease in the brake master cylinder pressure is determined, and the output torque of the vehicle's drive motor is determined based on the decrease in the pressure and the slope.

[0029] On the other hand, a vehicle slope recognition device is provided, the device comprising:

[0030] The acquisition module is configured to acquire the wheel speed detected by the wheel speed sensor, the longitudinal acceleration detected by the acceleration sensor, and the yaw rate detected by the angular velocity sensor of the vehicle.

[0031] A determining module is configured to determine whether the vehicle meets specified conditions based on the wheel speed, the longitudinal acceleration, and the yaw rate, wherein meeting the specified conditions indicates that the vehicle is in a slipping state.

[0032] A control module is configured to, in response to the vehicle not meeting specified conditions, determine the slope of the road where the vehicle is located based on the longitudinal acceleration and the wheel speed, and control the vehicle based on the slope.

[0033] In one possible implementation, the control module is configured to:

[0034] In response to the vehicle meeting specified conditions, the vehicle's pre-stored slope is obtained, and the vehicle is controlled based on the slope.

[0035] In another possible implementation, the determining module is used for:

[0036] The theoretical acceleration of the vehicle is determined based on the wheel speed;

[0037] The difference between the longitudinal acceleration and the historical longitudinal acceleration is determined, wherein the time interval between the acquisition time of the historical longitudinal acceleration and the acquisition time of the longitudinal acceleration is a specified value; or, the difference between the longitudinal acceleration and the initial longitudinal acceleration is determined, wherein the initial longitudinal acceleration is the longitudinal acceleration acquired at the initial moment when the vehicle enters a specified gear, and correspondingly, the longitudinal acceleration is the longitudinal acceleration acquired when the vehicle is in a specified gear and the vehicle speed is greater than a vehicle speed threshold, wherein the specified gear includes forward gear or reverse gear;

[0038] If any of the vehicle's theoretical acceleration, the difference, and the yaw rate does not meet the corresponding preset conditions, then it is determined that the vehicle does not meet the specified conditions.

[0039] If the theoretical acceleration of the vehicle, the difference, and the yaw rate all satisfy their respective preset conditions, then it is determined that the vehicle meets the specified conditions.

[0040] The preset conditions corresponding to the theoretical driving acceleration include the theoretical driving acceleration being greater than or equal to an acceleration threshold, the preset conditions corresponding to the difference include the difference being less than or equal to a difference threshold, and the preset conditions corresponding to the yaw rate include the yaw rate being less than or equal to a yaw rate threshold.

[0041] In another possible implementation, the determining module is used for:

[0042] The theoretical acceleration of the vehicle is determined based on the wheel speed;

[0043] The difference between the longitudinal acceleration and the historical longitudinal acceleration is determined, wherein the time interval between the acquisition time of the historical longitudinal acceleration and the acquisition time of the longitudinal acceleration is a specified value; or, the difference between the longitudinal acceleration and the initial longitudinal acceleration is determined, wherein the initial longitudinal acceleration is the longitudinal acceleration acquired when the vehicle enters a specified gear, and correspondingly, the longitudinal acceleration is the longitudinal acceleration acquired when the vehicle is in a specified gear and the vehicle speed is greater than a vehicle speed threshold, wherein the specified gear includes forward gear or reverse gear;

[0044] In response to the fact that the theoretical driving acceleration, the difference, and the yaw rate of the vehicle all continuously meet their respective preset conditions within a specified time period, it is determined that the vehicle meets the specified conditions.

[0045] If any of the vehicle's theoretical acceleration, the difference, and the yaw rate fail to meet the corresponding preset conditions within a specified time period, it is determined that the vehicle does not meet the specified conditions.

[0046] The preset conditions corresponding to the theoretical driving acceleration include the theoretical driving acceleration being greater than or equal to an acceleration threshold, the preset conditions corresponding to the difference include the difference being less than or equal to a difference threshold, and the preset conditions corresponding to the yaw rate include the yaw rate being less than or equal to a yaw rate threshold.

[0047] In another possible implementation, the control module is further configured to:

[0048] The theoretical acceleration of the vehicle is determined based on the wheel speed;

[0049] The slope of the road where the vehicle is located is determined based on the theoretical driving acceleration and the longitudinal acceleration.

[0050] In another possible implementation, the control module is further configured to:

[0051] The charging and discharging state of the vehicle's power battery is controlled based on the slope; and / or,

[0052] Based on the slope, a corresponding shift correction coefficient is determined; based on the shift correction coefficient, the vehicle's shift MAP is corrected to obtain a slope-corrected shift MAP; and based on the slope-corrected shift MAP, the vehicle's shifting is controlled; and / or,

[0053] In response to a decrease in the brake master cylinder pressure of the vehicle, the decrease in the brake master cylinder pressure is determined, and the output torque of the vehicle's drive motor is determined based on the decrease in the pressure and the slope.

[0054] On the other hand, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the program to implement the method described in any of the above.

[0055] On the other hand, a non-transitory computer-readable storage medium is provided, the non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the method described in any of the preceding claims.

[0056] On the other hand, a computer program product is provided, including computer program instructions that, when run on a computer, cause the computer to perform the method described in any of the preceding claims.

[0057] The beneficial effects of the technical solution provided in this application are: by comprehensively analyzing data from wheel speed sensors, acceleration sensors, and yaw rate sensors, it determines whether the vehicle is in a slipping state where the wheel speed and vehicle body speed are mismatched. When it is detected that the vehicle is not in a slipping state, the actual slope is accurately calculated based on the relationship between theoretical driving acceleration and longitudinal acceleration, reducing slope calculation errors. Based on accurate slope control, the vehicle's driving safety is improved. Attached Figure Description

[0058] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0059] Figure 1 This is a schematic diagram of an implementation environment provided in an embodiment of this application;

[0060] Figure 2 This is a flowchart of the vehicle slope recognition method provided in the embodiments of this application;

[0061] Figure 3 This is a schematic diagram illustrating the slope calculation principle provided in the embodiments of this application;

[0062] Figure 4 This is a schematic diagram of the vehicle slope recognition device provided in the embodiments of this application;

[0063] Figure 5 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0064] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0065] This application provides a method for vehicle slope recognition. In some embodiments, this method is executed by the vehicle's overall controller. The vehicle includes an acceleration sensor, an integrated brake controller, and an overall vehicle controller, etc. Figure 1 As shown, the vehicle controller includes a processor 110, a memory 120, and a communication component 130, etc. The following is a description of each part:

[0066] The processor 110 may be a central processing unit (CPU), which can be used to execute the slope recognition method of the vehicle described above.

[0067] The memory 120 can be various volatile or non-volatile memory, such as solid-state disk (SSD), dynamic random access memory (DRAM), etc. The memory can be used to store pre-stored data, intermediate data, and result data during the vehicle control processing.

[0068] The communication component 130 can be a wired network connector, a wireless fidelity (WiFi) module, a Bluetooth module, a cellular communication module, etc. The communication component can be used to transmit data with acceleration sensors, integrated brake controllers, and other devices.

[0069] This application provides a method for vehicle slope recognition, such as... Figure 2 As shown, in some embodiments, the method includes:

[0070] S201. Obtain the wheel speed detected by the wheel speed sensor, the longitudinal acceleration detected by the acceleration sensor, and the yaw rate detected by the angular velocity sensor of the vehicle.

[0071] In practical implementation, wheel speed sensors are devices that monitor the rotational speed of vehicle wheels (i.e., wheel speed). They typically operate based on the Hall effect or magnetoresistive principles, and the theoretical acceleration of the vehicle can be calculated from the wheel speed. Acceleration sensors include longitudinal acceleration sensors, which are used to detect the acceleration of the vehicle along the direction of travel (i.e., longitudinal acceleration). Yaw rate sensors are used to detect the yaw rate of the vehicle about its vertical axis (Z-axis).

[0072] S202. Based on the wheel speed, the longitudinal acceleration, and the yaw rate, determine whether the vehicle meets specified conditions, wherein meeting the specified conditions indicates that the vehicle is in a skidding state.

[0073] In practice, the theoretical driving speed of the vehicle is first determined based on the wheel speed. When the vehicle is driving normally, the speed determined by the wheel speed is the actual driving speed of the vehicle. If the vehicle's tires are slipping, although the wheel speed is relatively large, the actual driving speed of the vehicle is usually zero (i.e., the vehicle body is stationary). Therefore, the driving speed of the vehicle determined based on the wheel speed does not necessarily represent the actual driving speed of the vehicle. So the driving speed of the vehicle determined by the wheel speed is taken as the theoretical driving speed. By differentiating the theoretical driving speed, the theoretical driving acceleration of the vehicle is obtained.

[0074] Then, the difference between the longitudinal acceleration and the historical longitudinal acceleration is determined (the time interval between the acquisition time of the historical longitudinal acceleration and the acquisition time of the longitudinal acceleration is a specified value, for example, the specified value can be set to 3 seconds). The stability of the vehicle's longitudinal acceleration can be evaluated by the difference between the longitudinal acceleration and the historical longitudinal acceleration. Alternatively, the difference between the longitudinal acceleration and the initial longitudinal acceleration is determined. The initial longitudinal acceleration is the longitudinal acceleration acquired at the initial moment when the vehicle enters a specified gear (the specified gear includes forward or reverse gear). Correspondingly, the longitudinal acceleration is the longitudinal acceleration acquired when the vehicle is in the specified gear and the vehicle speed is greater than a vehicle speed threshold (a vehicle speed greater than the vehicle speed threshold indicates that the vehicle is in a stable driving state, and the longitudinal acceleration is more accurate at this time; for example, the vehicle speed threshold can be set to 2 m / s). The difference between the longitudinal acceleration and the initial longitudinal acceleration can be used to evaluate the stability of the vehicle's longitudinal acceleration during start-up. The following explanations will all use the difference between the longitudinal acceleration and the historical longitudinal acceleration as an example. Typically, when a vehicle is in normal motion, the difference between the longitudinal acceleration and the historical longitudinal acceleration is relatively large; if the vehicle is stationary, the difference between the longitudinal acceleration and the historical longitudinal acceleration is usually relatively small.

[0075] Therefore, if the theoretical driving acceleration is greater than or equal to the acceleration threshold (for example, the acceleration threshold can be set to 0.5 m / s²), 2 Typically, the vehicle is assumed to be in motion. If the difference is less than or equal to a difference threshold (for example, the difference threshold can be set to 0.5 m / s), the vehicle will be in motion. 2This indicates that the vehicle is stationary, which contradicts the theoretical acceleration prediction. In this case, confirmation via yaw rate is needed (when a vehicle is in motion, there is usually a certain yaw rate due to slight body sway; if the vehicle is stationary, the yaw rate is extremely small). If the yaw rate is less than or equal to a yaw rate threshold (for example, the yaw rate threshold can be set to 0.1° / s), then it can be confirmed that the vehicle is indeed stationary. Therefore, the theoretical acceleration is not the actual acceleration of the vehicle, meaning the vehicle is stationary but the tires are rotating. Thus, it can be confirmed that the vehicle meets the specified condition, i.e., the vehicle (tires) is in a slipping state.

[0076] If any of the vehicle's theoretical acceleration, the difference, or the yaw rate does not meet the corresponding preset conditions, i.e., the vehicle's theoretical acceleration is less than the acceleration threshold, the difference is greater than the difference threshold, or the yaw rate is greater than the yaw rate threshold, it indicates that the vehicle is in a normal driving state and the vehicle does not meet the specified conditions.

[0077] S203. In response to the vehicle not meeting the specified conditions, determine the slope of the road where the vehicle is located based on the longitudinal acceleration and the wheel speed, and control the vehicle based on the slope.

[0078] In specific implementation, the theoretical driving speed of the vehicle is determined based on the wheel speed. Based on the theoretical driving speed, the theoretical driving acceleration of the vehicle can be determined. The slope of the road where the vehicle is located is determined based on the theoretical driving acceleration and the longitudinal acceleration. When the vehicle does not meet the specified conditions, it indicates that the vehicle is driving normally and is not in a slipping state. Therefore, the theoretical driving speed determined by the wheel speed is the actual driving speed of the vehicle, and the theoretical driving acceleration determined based on this theoretical driving speed is also the actual driving acceleration of the vehicle. Then, the slope of the road where the vehicle is located is determined based on the theoretical driving acceleration and the longitudinal acceleration. Figure 3As shown in the figure, the vehicle accelerates uphill. In the figure, 'a' represents the longitudinal acceleration of the vehicle measured by the accelerometer, 'aVsp' is the theoretical acceleration along the vehicle's direction of travel, 'g' is the gravitational acceleration, and 'gsinθ' represents the projection of the gravitational acceleration along the slope. When the vehicle is traveling normally, the relationship a = aVsp + gsinθ is satisfied (based on the detection principle of the accelerometer, when the vehicle is uphill, the gsinθ detected by the accelerometer is positive). Since the slope of the road is usually not too large (usually less than 10%), the slope of the road where the vehicle is located is i = tanθ × 100% ≈ sinθ × 100% = (a - aVsp) / g × 100%. When the vehicle meets the specified conditions, it indicates that the vehicle is in a slipping state, and the pre-stored slope of the vehicle can be obtained (for example, the pre-stored slope can be set to 0).

[0079] Once the slope of the road where the vehicle is located is determined, the slope can be judged first. When the slope is greater than or equal to a slope threshold (for example, the slope threshold can be set to 6%), the vehicle can be controlled based on the slope. Alternatively, the vehicle can be directly controlled based on the slope, such as controlling the charging and discharging state of the vehicle's power battery based on the slope; determining the corresponding shift correction coefficient based on the slope, correcting the vehicle's shift MAP based on the shift correction coefficient to obtain a slope-corrected shift MAP, and controlling the vehicle's shifting based on the slope-corrected shift MAP; when the vehicle's brake master cylinder pressure decreases, determining the decrease in brake master cylinder pressure, and determining the output torque of the vehicle's drive motor based on the decrease in pressure and the slope.

[0080] In this embodiment, by integrating data from wheel speed sensors, acceleration sensors, and yaw rate sensors, the system dynamically determines whether the vehicle is in a slip state where wheel speed and vehicle body speed are mismatched (e.g., a discrepancy between theoretical acceleration and actual longitudinal acceleration caused by tire spin). Once slip is detected (meeting specified conditions), a pre-stored slope is used to replace the real-time calculated value, avoiding slope miscalculation caused by wheel speed failure. Under normal driving conditions, the actual slope is accurately calculated based on the relationship between theoretical acceleration and longitudinal acceleration, significantly reducing the error rate. The drive motor output torque is adjusted based on the accurate slope to prevent slippage and reduce mechanical braking losses. A slope-corrected shift MAP ensures the vehicle's passability on slopes. The charging and discharging state of the vehicle's power battery is controlled based on the slope, ensuring both battery charge balance and vehicle passability on slopes.

[0081] In some embodiments, determining whether the vehicle meets specified conditions based on the wheel speed, the longitudinal acceleration, and the yaw rate includes:

[0082] The theoretical acceleration of the vehicle is determined based on the wheel speed.

[0083] In practice, the theoretical driving speed of the vehicle is first determined based on the wheel speed. When the vehicle is driving normally, the speed determined by the wheel speed is the actual driving speed of the vehicle. If the vehicle's tires are slipping, although the wheel speed is relatively large, the actual driving speed of the vehicle is usually zero (i.e., the vehicle body is stationary). Therefore, the driving speed of the vehicle determined based on the wheel speed does not necessarily represent the actual driving speed of the vehicle. So the driving speed of the vehicle determined by the wheel speed is taken as the theoretical driving speed. By differentiating the theoretical driving speed, the theoretical driving acceleration of the vehicle is obtained.

[0084] The difference between the longitudinal acceleration and the historical longitudinal acceleration is determined, wherein the time interval between the acquisition time of the historical longitudinal acceleration and the acquisition time of the longitudinal acceleration is a specified value; or, the difference between the longitudinal acceleration and the initial longitudinal acceleration is determined, wherein the initial longitudinal acceleration is the longitudinal acceleration acquired when the vehicle enters a specified gear, and correspondingly, the longitudinal acceleration is the longitudinal acceleration acquired when the vehicle is in a specified gear and the vehicle speed is greater than a vehicle speed threshold, wherein the specified gear includes forward gear or reverse gear.

[0085] In specific implementation, the difference between the longitudinal acceleration and the historical longitudinal acceleration is determined, and there is a certain time interval between the time point of the historical longitudinal acceleration acquisition and the time point of the longitudinal acceleration acquisition, in order to evaluate the stability of the vehicle's longitudinal acceleration; or the difference between the stable longitudinal acceleration after the vehicle starts and the initial longitudinal acceleration at the start is determined, in order to evaluate the stability of the vehicle's longitudinal acceleration during the initial start-up period. The following explanations will use the difference between the longitudinal acceleration and the historical longitudinal acceleration as an example. Normally, when the vehicle is driving normally, the difference between the longitudinal acceleration and the historical longitudinal acceleration is relatively large; if the vehicle is stationary, the difference is usually relatively small. When the vehicle is in motion, due to the slight swaying of the vehicle body, there is usually a certain yaw rate; if the vehicle is stationary, the yaw rate is extremely small. Therefore, the theoretical driving acceleration, the difference, and the preset conditions corresponding to the yaw rate can be determined, namely, the theoretical driving acceleration is greater than or equal to an acceleration threshold, the difference is less than or equal to a difference threshold, and the yaw rate is less than or equal to a yaw rate threshold. These preset conditions are used to determine whether the vehicle meets the specified conditions.

[0086] It needs to be explained in detail that if the theoretical acceleration is greater than or equal to the acceleration threshold, it is generally assumed that the vehicle is in motion. If the difference is less than or equal to the difference threshold, it indicates that the vehicle is stationary, which contradicts the result of the theoretical acceleration assessment. In this case, it is necessary to confirm the yaw rate. If the yaw rate is less than or equal to the yaw rate threshold, it can be confirmed that the vehicle is indeed stationary. Therefore, the theoretical acceleration is not the actual acceleration of the vehicle, meaning that the vehicle is stationary but the tires are rotating. Thus, it can be confirmed that the vehicle (tires) is slipping.

[0087] If, within a specified time period, the theoretical acceleration of the vehicle, the difference, and the yaw rate all continuously meet their respective preset conditions, it is determined that the vehicle meets the specified conditions; if, within a specified time period, any one of the theoretical acceleration of the vehicle, the difference, and the yaw rate fails to continuously meet the corresponding preset conditions, it is determined that the vehicle does not meet the specified conditions.

[0088] In specific implementation, the vehicle's compliance with specified conditions is determined periodically using the specified duration. For example, the specified duration can be set to 3000ms. If the vehicle's theoretical acceleration, the difference, and the yaw rate simultaneously meet their respective preset conditions, the duration for which each of these conditions is met is determined. If the duration for which each of these conditions is met reaches the specified duration, it indicates that the theoretical acceleration, the difference, and the yaw rate are robust data without fluctuations, and the vehicle (tire) is confirmed to meet the specified conditions and is in a slipping state. If any of these conditions fails to consistently meet the corresponding preset conditions within the specified duration, it indicates that the data may fluctuate, and the vehicle is confirmed to not meet the specified conditions; the vehicle (tire) may only be slipping temporarily.

[0089] In this embodiment, abnormal fluctuations in single data points often occur during vehicle operation due to road bumps, sensor noise, or brief slippage. Judging slippage based solely on a single sample could easily trigger false alarms. Only when the theoretical acceleration, acceleration difference, and yaw rate simultaneously and consistently meet preset conditions are the vehicle deemed to meet the specified conditions, thus effectively filtering out transient interference.

[0090] In some embodiments, after determining that the vehicle meets specified conditions, the method further includes:

[0091] If any one of the vehicle's theoretical acceleration, the difference, and the yaw rate does not meet the corresponding preset condition, then the duration for which any one of the vehicle's acceleration, the difference, and the yaw rate does not meet the corresponding preset condition is determined; if the duration is greater than or equal to the duration threshold, then the vehicle does not meet the specified condition.

[0092] In practice, if a vehicle already meets the specified conditions, but then any one of its theoretical acceleration, the difference, or the yaw rate no longer meets the corresponding preset condition, to avoid the influence of data fluctuations, it is necessary to determine the duration for which any one of these conditions fails to meet the preset condition. Only if the duration is greater than or equal to a threshold value can it be determined that the vehicle no longer meets the specified conditions. Furthermore, when the vehicle is turned off, it will also be determined that the vehicle no longer meets the specified conditions.

[0093] In this embodiment, vehicle speed fluctuations are often caused by road bumps, sensor noise, or brief wheel speed recovery during vehicle operation. If the vehicle is immediately determined to exit the slip state, misjudgment will lead to frequent switching of control strategies (such as the slope calculation mode repeatedly switching between real-time calculation and pre-stored values). Therefore, it is required that the theoretical acceleration, acceleration difference, and yaw rate do not meet the corresponding preset conditions for a preset duration before confirming the exit from the tire slip state, thus avoiding misjudgment.

[0094] In some embodiments, controlling the vehicle based on the slope includes:

[0095] The charging and discharging state of the vehicle's power battery is controlled based on the slope.

[0096] In practice, the charging and discharging state of the power battery can be controlled based on its actual SOC (State of Charge), the set target SOC (i.e., the set SOC for forced charge retention), and the slope. A correspondence can be established between the actual SOC, the target SOC, the slope, and the power battery charging coefficient, as shown in Table 1.

[0097] Table 1

[0098]

[0099] In Table 1, the sign of the charging coefficient corresponds to the charging and discharging operation of the power battery. A negative charging coefficient indicates that the power battery is charging, and a positive charging coefficient indicates that the power battery is discharging. The value of the charging coefficient is positively correlated with the charging and discharging power. When the charging coefficient is 0, it means that the power battery is neither charging nor discharging. In Scenario 1, when the actual SOC value is less than 17%, it indicates that the power battery charge is low. At this time, regardless of the slope, the engine is used to generate electricity first to charge the power battery and ensure its charge level. In Scenario 2, when the vehicle is in the default mode (i.e., 17% ≤ actual SOC value ≤ 21%) and the non-default mode (i.e., 17% ≤ actual SOC value ≤ 30%), although the power battery charge is low, it is not enough to threaten the vehicle's power output. At this time, the greater the slope, the greater the charging power to the power battery, ensuring its charge level. In Scenario 3, since the actual SOC value is greater than 30%, the power battery charge is not considered low, but the target SOC value is greater than the actual SOC. At this time, the greater the slope, the greater the charging power to the power battery, ensuring its charge level. In scenario 4, since the actual SOC value is greater than 30%, the power battery charge is not considered low. However, since the actual SOC is greater than the target SOC value, the power battery charge is sufficient and does not need to be charged. Therefore, the power battery discharges to provide power for the vehicle to climb the hill. At this time, the greater the slope, the greater the discharge power of the power battery, ensuring that the vehicle can climb the hill smoothly.

[0100] In this embodiment, when the battery power is severely low, forced charging is performed regardless of the slope to ensure the battery maintains a basic power reserve and avoids the risk of power interruption or rollback due to depletion of power during uphill climbing. In the medium power range, the charging intensity is linearly adjusted according to the slope; the steeper the slope, the higher the charging demand, ensuring sufficient power reserves to cope with continuous uphill climbing or emergency acceleration. In the high power range, if the actual SOC is lower than the target value, intelligent slope charging is used to convert engine power into electrical energy; if the actual SOC is higher than the target value, priority is given to discharging to provide auxiliary power, reducing engine load and optimizing fuel economy.

[0101] In some embodiments, controlling the vehicle based on the slope includes:

[0102] Based on the slope, a corresponding shift correction coefficient is determined, and the shift MAP of the vehicle is corrected based on the shift correction coefficient to obtain a slope-corrected shift MAP. The vehicle shifts gears based on the slope-corrected shift MAP.

[0103] In practice, a correspondence table between slope and shift correction coefficient can be obtained. Based on the slope, the corresponding shift correction coefficient is determined from the correspondence table. Then, based on the shift correction coefficient and the slope shift reference MAP, the vehicle's shift MAP is corrected to obtain the slope-corrected shift MAP. Finally, the vehicle's shifting is controlled based on the slope-corrected shift MAP. The correspondence table between slope and shift correction coefficient is shown in Table 2.

[0104] Table 2

[0105] slope 0 6％ 9％ Shift correction coefficient 0 0.5 0.8

[0106] Table 2 illustrates the relationship between gradient and shift correction factor. Typically, the shift correction factor ranges from [0,1], and gradient and shift correction factor are positively correlated.

[0107] The vehicle's shift MAP is shown in Table 3:

[0108] Table 3

[0109] Throttle opening / gear 1 2 3 4 5 0 10km / h 20km / h 30km / h 40km / h 50km / h 40％ 20km / h 30km / h 40km / h 50km / h 60km / h 80％ 30km / h 4km / h0 50km / h 60km / h 70km / h

[0110] Table 3 illustrates the relationship between throttle opening, gear, and shift speed in the vehicle's shift MAP (i.e., the basic shift MAP for driving on a flat road). For example, with 40% throttle opening (i.e., accelerator pedal opening), when the vehicle speed reaches the shift speed of 40 km / h, the vehicle shifts from 2nd gear to 3rd gear.

[0111] The gradient shifting reference MAP includes the gradient shifting reference MAP for uphill driving and the gradient shifting reference MAP for downhill driving. The gradient shifting reference MAP for uphill driving is shown in Table 4.

[0112] Table 4

[0113] Throttle opening / gear 1 2 3 4 5 0 20km / h 30km / h 40km / h 50km / h 60km / h 40％ 30km / h 40km / h 50km / h 60km / h 70km / h 80％ 40km / h 5km / h0 60km / h 70km / h 80km / h

[0114] Table 4 illustrates the correspondence between throttle opening, gear, and vehicle speed in the gradient shifting reference MAP for uphill driving. Based on the shift correction coefficient and the gradient shifting reference MAP, the vehicle's shifting MAP is corrected to obtain the gradient-corrected shifting MAP, i.e., the shifting speed S in the gradient-corrected shifting MAP is S = S0 + k × (S1 - S0), where S0 represents the shifting speed in the vehicle's shifting MAP, S1 represents the shifting speed in the gradient shifting reference MAP, and k represents the shift correction coefficient corresponding to the gradient. Taking the gradient shifting reference MAP for uphill driving and the shift correction coefficient of 0.5 corresponding to a 6% gradient as an example, when k = 0.5, the gradient-corrected shifting MAP is shown in Table 5:

[0115] Table 5

[0116] Throttle opening / gear 1 2 3 4 5 0 15km / h 25km / h 35km / h 45km / h 55km / h 40％ 25km / h 35km / h 45km / h 55km / h 65km / h 80％ 35km / h 4km / h5 55km / h 65km / h 75km / h

[0117] Table 5 shows the slope-corrected shift MAP obtained by correcting the vehicle's shift MAP based on the shift correction coefficient and the slope shift reference MAP when going uphill.

[0118] The gradient shifting reference MAP for downhill driving is shown in Table 6:

[0119] Table 6

[0120] Throttle opening / gear 1 2 3 4 5 0 5km / h 15km / h 25km / h 35km / h 45km / h 40％ 15km / h 25km / h 35km / h 45km / h 55km / h 80％ 25km / h 35km / h 45km / h 55km / h 65km / h

[0121] Table 6 illustrates the correspondence between throttle opening, gear, and vehicle speed in the downhill gradient shift reference MAP. Based on the shift correction coefficient and the gradient shift reference MAP, the vehicle's shift MAP is corrected to obtain the gradient-corrected shift MAP, i.e., the shift speed S corresponding to the gradient-corrected shift MAP is S = S0 + k × (S1 - S0), where S0 represents the vehicle speed corresponding to the shift MAP, S1 represents the vehicle speed corresponding to the gradient shift reference MAP, and k represents the shift correction coefficient corresponding to the gradient. For example, the downhill gradient shift reference MAP and the shift correction coefficient of 0.5 corresponding to a 6% gradient are illustrated in Table 7.

[0122] Table 7

[0123] Throttle opening / gear 1 2 3 4 5 0 7.5km / h 17.5km / h 27.5km / h 37.5km / h 47.5km / h 40％ 17.5km / h 27.5km / h 37.5km / h 47.5km / h 57.5km / h 80％ 27.5km / h 37.5km / h 47.5km / h 57.5km / h 67.5km / h

[0124] Table 7 shows the slope-corrected shift MAP obtained by correcting the vehicle's shift MAP based on the shift correction coefficient and the downhill slope shift reference MAP.

[0125] In this embodiment, by adjusting the shift timing, strong climbing power is ensured when going uphill, and effective auxiliary braking is provided when going downhill, improving the vehicle's power and safety when driving on slopes. Specifically, when going uphill, the shift speed is increased, actively delaying the upshift timing, allowing the engine to operate in a higher RPM range and continuously output greater torque, effectively avoiding torque drop and climbing weakness caused by upshifting too early. When going downhill, the shift speed is reduced, prompting the transmission to shift into higher gears earlier, thereby increasing the engine's operating resistance and significantly enhancing engine braking effect. This not only reduces the load on the mechanical braking system, preventing it from overheating and failing due to prolonged friction, thus improving safety under long downhill conditions, but also reduces brake pad wear and extends its service life. For vehicles driven by a drive motor, reducing the shift speed increases the efficiency of kinetic energy recovery from the drive motor.

[0126] In some embodiments, controlling the vehicle based on the slope includes:

[0127] In response to a decrease in the brake master cylinder pressure of the vehicle, the decrease in the brake master cylinder pressure is determined, and the output torque of the vehicle's drive motor is determined based on the decrease in the pressure and the slope.

[0128] In practice, when a vehicle is preparing to start on a slope, the pressure of the vehicle's master cylinder gradually decreases. To prevent the vehicle from rolling backwards, the drive motor needs to output a certain torque to prevent it from slipping. Therefore, the output torque of the drive motor is determined based on the decrease in pressure and the slope. For example, when the slope is less than a first preset slope (for example, the first preset slope can be set to 6%), the risk of the vehicle rolling backwards is low. In this case, the output torque of the drive motor can be set to be equal to the IPB (Integrated Power Brake) torque (i.e., the torque generated by the IPB when the vehicle brakes). When the slope is greater than or equal to the first preset slope, the risk of the vehicle rolling backwards is high. In this case, the output torque of the drive motor = IPB torque × compensation coefficient, where the compensation coefficient is greater than 1. Therefore, the output torque of the drive motor will be greater than the IPB torque, ensuring that the vehicle does not roll backwards, thus guaranteeing the vehicle's driving safety on the slope.

[0129] In this embodiment, by recognizing the slope and monitoring the reduction in braking pressure in real time, the required maintaining torque is calculated the instant the driver releases the brake pedal, completely eliminating the risk of rolling backward when starting on an incline. The drive motor output torque and the IPB braking torque are seamlessly connected, allowing the vehicle to start on an incline without any additional driver intervention (such as pressing the accelerator pedal deeply), achieving a smooth and stable start and reducing driving burden. The torque output is controlled in stages according to the slope. On shallow slopes, a basic balance is maintained (drive motor output torque = IPB torque), while on steep slopes, the torque is increased as needed (drive motor output torque = IPB torque × compensation coefficient), avoiding excessive motor output and energy waste, thus achieving synergistic optimization of safety and energy efficiency.

[0130] In some embodiments, the method further includes:

[0131] In response to the vehicle meeting specified conditions, an environmental image of the road where the vehicle is located is acquired, the slope of the road where the vehicle is located is determined based on the environmental image, and the vehicle is controlled based on the slope.

[0132] In practice, the first step is to capture environmental images of the road where the vehicle is located using cameras on the vehicle. These images typically include road sections and building images. Image recognition algorithms are then used to extract the road edges and building outlines from the environmental images. Since the angle between a building and the ground is usually 90 degrees, and the angle between the road edge and the building outline in an image of a slope is typically less than or greater than 90 degrees, the angle between the road edge and the ground can be determined by identifying the angle between the road edge and the building outline, and then the slope can be calculated. For example, if the angle between the road edge and the building outline in the environmental image is 60 degrees, then the angle between the road edge and the ground is 90 degrees - 60 degrees = 30 degrees. This 30-degree angle value can then be converted into a slope value.

[0133] Once the slope of the road where the vehicle is located is determined, and the vehicle meets the specified conditions, its tires are in a slipping state. To allow the vehicle to smoothly traverse the slope, when the slope is less than or equal to a second preset slope (for example, the second preset slope can be set to 5%), the slope is relatively low, and the vehicle tires can be controlled to stop rotating, causing the tires to exit the slipping state. The output torque of the tires is then gradually increased to allow the vehicle to continue moving. This process can be repeated during actual control. When the slope is greater than the second preset slope, the slope is relatively high, and the vehicle's differential lock is engaged to improve its passability. The vehicle's drive mode can also be changed from two-wheel drive to four-wheel drive to further improve passability and prevent tire slippage.

[0134] In this embodiment, the slope is identified based on environmental images, and the control strategy is intelligently switched when the vehicle slips. Visual redundancy backup enhances passability and safety redundancy under extreme conditions. Specifically, when traditional sensors such as wheel speed fail due to tire slippage, a camera acquires real-time road images and estimates the slope based on the geometric relationship between building outlines and road edges, providing key parameter support for vehicle control. The optimal escape strategy is selected according to the slope: on shallow slopes, the vehicle's tires are stopped from rotating, and the tire output torque is gradually increased to restore tire grip; on steep slopes, the differential lock and four-wheel drive mode are automatically activated to enhance passability. This ensures that the vehicle can quickly and stably escape from various slope slippage conditions, effectively avoiding control blind spots caused by reliance on a single sensor, and comprehensively improving adaptability to complex roads and driving safety.

[0135] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0136] Based on the same inventive concept, corresponding to the vehicle slope recognition method provided in the embodiments of this application, this application also provides a vehicle slope recognition device.

[0137] refer to Figure 4 The vehicle slope recognition device includes:

[0138] The acquisition module 401 is configured to acquire the wheel speed detected by the wheel speed sensor, the longitudinal acceleration detected by the acceleration sensor, and the yaw rate detected by the angular velocity sensor of the vehicle.

[0139] The determining module 402 is configured to determine whether the vehicle meets specified conditions based on the wheel speed, the longitudinal acceleration and the yaw rate, wherein meeting the specified conditions is used to indicate that the vehicle is in a skidding state.

[0140] Control module 403 is configured to, in response to the vehicle not meeting specified conditions, determine the slope of the road where the vehicle is located based on the longitudinal acceleration and the wheel speed, and control the vehicle based on the slope.

[0141] In one possible implementation, the control module 403 is configured to:

[0142] In response to the vehicle meeting specified conditions, the vehicle's pre-stored slope is obtained, and the vehicle is controlled based on the slope.

[0143] In another possible implementation, the determining module 402 is configured to:

[0144] The theoretical acceleration of the vehicle is determined based on the wheel speed;

[0145] The difference between the longitudinal acceleration and the historical longitudinal acceleration is determined, wherein the time interval between the acquisition time of the historical longitudinal acceleration and the acquisition time of the longitudinal acceleration is a specified value; or, the difference between the longitudinal acceleration and the initial longitudinal acceleration is determined, wherein the initial longitudinal acceleration is the longitudinal acceleration acquired at the initial moment when the vehicle enters a specified gear, and correspondingly, the longitudinal acceleration is the longitudinal acceleration acquired when the vehicle is in a specified gear and the vehicle speed is greater than a vehicle speed threshold, wherein the specified gear includes forward gear or reverse gear;

[0146] If any of the vehicle's theoretical acceleration, the difference, and the yaw rate does not meet the corresponding preset conditions, then it is determined that the vehicle does not meet the specified conditions.

[0147] If the theoretical acceleration of the vehicle, the difference, and the yaw rate all satisfy their respective preset conditions, then it is determined that the vehicle meets the specified conditions.

[0148] The preset conditions corresponding to the theoretical driving acceleration include the theoretical driving acceleration being greater than or equal to an acceleration threshold, the preset conditions corresponding to the difference include the difference being less than or equal to a difference threshold, and the preset conditions corresponding to the yaw rate include the yaw rate being less than or equal to a yaw rate threshold.

[0149] In another possible implementation, the determining module 402 is configured to:

[0150] The theoretical acceleration of the vehicle is determined based on the wheel speed;

[0151] The difference between the longitudinal acceleration and the historical longitudinal acceleration is determined, wherein the time interval between the acquisition time of the historical longitudinal acceleration and the acquisition time of the longitudinal acceleration is a specified value; or, the difference between the longitudinal acceleration and the initial longitudinal acceleration is determined, wherein the initial longitudinal acceleration is the longitudinal acceleration acquired when the vehicle enters a specified gear, and correspondingly, the longitudinal acceleration is the longitudinal acceleration acquired when the vehicle is in a specified gear and the vehicle speed is greater than a vehicle speed threshold, wherein the specified gear includes forward gear or reverse gear;

[0152] In response to the fact that the theoretical driving acceleration, the difference, and the yaw rate of the vehicle all continuously meet their respective preset conditions within a specified time period, it is determined that the vehicle meets the specified conditions.

[0153] If any of the vehicle's theoretical acceleration, the difference, and the yaw rate fail to meet the corresponding preset conditions within a specified time period, it is determined that the vehicle does not meet the specified conditions.

[0154] The preset conditions corresponding to the theoretical driving acceleration include the theoretical driving acceleration being greater than or equal to an acceleration threshold, the preset conditions corresponding to the difference include the difference being less than or equal to a difference threshold, and the preset conditions corresponding to the yaw rate include the yaw rate being less than or equal to a yaw rate threshold.

[0155] In another possible implementation, the control module 403 is further configured to:

[0156] The theoretical acceleration of the vehicle is determined based on the wheel speed;

[0157] The slope of the road where the vehicle is located is determined based on the theoretical driving acceleration and the longitudinal acceleration.

[0158] In another possible implementation, the control module is further configured to:

[0159] The charging and discharging state of the vehicle's power battery is controlled based on the slope; and / or,

[0160] Based on the slope, a corresponding shift correction coefficient is determined; based on the shift correction coefficient, the vehicle's shift MAP is corrected to obtain a slope-corrected shift MAP; and based on the slope-corrected shift MAP, the vehicle's shifting is controlled; and / or,

[0161] In response to a decrease in the brake master cylinder pressure of the vehicle, the decrease in the brake master cylinder pressure is determined, and the output torque of the vehicle's drive motor is determined based on the decrease in the pressure and the slope.

[0162] It should be noted that the vehicle slope recognition device provided in the above embodiments is only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle slope recognition device and the vehicle slope recognition method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0163] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle slope recognition method described in any of the above embodiments.

[0164] Figure 5 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0165] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0166] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0167] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0168] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0169] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0170] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0171] The electronic devices described above are used to implement the slope recognition method for vehicles in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0172] In an exemplary embodiment, a computer-readable storage medium is also provided, such as a memory including instructions that can be executed by a processor in a terminal to complete the vehicle slope recognition method described above. This computer-readable storage medium can be non-transitory. For example, the computer-readable storage medium can be ROM (Read-Only Memory), RAM (Random Access Memory), CD-ROM (CompactDisc Read-Only Memory), magnetic tape, floppy disk, and optical data storage devices, etc.

[0173] In an exemplary embodiment, a computer program product is also provided, including computer program instructions that, when executed on a computer, cause the computer to perform the vehicle slope recognition method described above.

[0174] It should be noted that the information (including but not limited to user equipment information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.) and signals (including but not limited to signals transmitted between user terminals and other devices) involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0175] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0176] It should be understood that "multiple" as used herein refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. Furthermore, the step numbers described herein are merely illustrative of one possible execution order. In some other embodiments, the steps may not be executed in numerical order, such as two steps with different numbers being executed simultaneously, or two steps with different numbers being executed in the reverse order of the illustration. This application does not limit this.

[0177] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for identifying the slope of a vehicle, characterized in that, include: The wheel speed detected by the wheel speed sensor, the longitudinal acceleration detected by the acceleration sensor, and the yaw rate detected by the angular velocity sensor of the vehicle are obtained. Based on the wheel speed, the longitudinal acceleration, and the yaw rate, it is determined whether the vehicle meets the specified conditions, wherein meeting the specified conditions indicates that the vehicle is in a skidding state; In response to the vehicle not meeting the specified conditions, the gradient of the road where the vehicle is located is determined based on the longitudinal acceleration and the wheel speed, and the vehicle is controlled based on the gradient.

2. The vehicle slope recognition method according to claim 1, characterized in that, The method further includes: In response to the vehicle meeting specified conditions, the vehicle's pre-stored slope is obtained, and the vehicle is controlled based on the slope.

3. The vehicle slope recognition method according to claim 1, characterized in that, Determining whether the vehicle meets the specified conditions based on the wheel speed, the longitudinal acceleration, and the yaw rate includes: The theoretical acceleration of the vehicle is determined based on the wheel speed; The difference between the longitudinal acceleration and the historical longitudinal acceleration is determined, wherein the time interval between the acquisition time of the historical longitudinal acceleration and the acquisition time of the longitudinal acceleration is a specified value; or, the difference between the longitudinal acceleration and the initial longitudinal acceleration is determined, wherein the initial longitudinal acceleration is the longitudinal acceleration acquired at the initial moment when the vehicle enters a specified gear, and correspondingly, the longitudinal acceleration is the longitudinal acceleration acquired when the vehicle is in a specified gear and the vehicle speed is greater than a vehicle speed threshold, wherein the specified gear includes forward gear or reverse gear; If any of the vehicle's theoretical acceleration, the difference, and the yaw rate does not meet the corresponding preset conditions, then it is determined that the vehicle does not meet the specified conditions. If the theoretical acceleration of the vehicle, the difference, and the yaw rate all satisfy their respective preset conditions, then the vehicle is determined to meet the specified conditions. The preset conditions corresponding to the theoretical driving acceleration include the theoretical driving acceleration being greater than or equal to an acceleration threshold, the preset conditions corresponding to the difference include the difference being less than or equal to a difference threshold, and the preset conditions corresponding to the yaw rate include the yaw rate being less than or equal to a yaw rate threshold.

4. The vehicle slope recognition method according to claim 1, characterized in that, Determining whether the vehicle meets the specified conditions based on the wheel speed, the longitudinal acceleration, and the yaw rate includes: The theoretical acceleration of the vehicle is determined based on the wheel speed; The difference between the longitudinal acceleration and the historical longitudinal acceleration is determined, wherein the time interval between the acquisition time of the historical longitudinal acceleration and the acquisition time of the longitudinal acceleration is a specified value; or, the difference between the longitudinal acceleration and the initial longitudinal acceleration is determined, wherein the initial longitudinal acceleration is the longitudinal acceleration acquired when the vehicle enters a specified gear, and correspondingly, the longitudinal acceleration is the longitudinal acceleration acquired when the vehicle is in a specified gear and the vehicle speed is greater than a vehicle speed threshold, wherein the specified gear includes forward gear or reverse gear; In response to the fact that the theoretical driving acceleration, the difference, and the yaw rate of the vehicle all continuously meet their respective preset conditions within a specified time period, it is determined that the vehicle meets the specified conditions. If any of the vehicle's theoretical acceleration, the difference, and the yaw rate fail to meet the corresponding preset conditions within a specified time period, it is determined that the vehicle does not meet the specified conditions. The preset conditions corresponding to the theoretical driving acceleration include the theoretical driving acceleration being greater than or equal to an acceleration threshold, the preset conditions corresponding to the difference include the difference being less than or equal to a difference threshold, and the preset conditions corresponding to the yaw rate include the yaw rate being less than or equal to a yaw rate threshold.

5. The vehicle slope recognition method according to claim 1, characterized in that, Determining the slope of the road where the vehicle is located based on the longitudinal acceleration and the wheel speed includes: The theoretical acceleration of the vehicle is determined based on the wheel speed; The slope of the road where the vehicle is located is determined based on the theoretical driving acceleration and the longitudinal acceleration.

6. The vehicle slope recognition method according to claim 1 or 2, characterized in that, The method of controlling the vehicle based on the slope includes: The charging and discharging state of the vehicle's power battery is controlled based on the slope; and / or, Based on the slope, a corresponding shift correction coefficient is determined; based on the shift correction coefficient, the vehicle's shift MAP is corrected to obtain a slope-corrected shift MAP; and based on the slope-corrected shift MAP, the vehicle's shifting is controlled; and / or, In response to a decrease in the brake master cylinder pressure of the vehicle, the decrease in the brake master cylinder pressure is determined, and the output torque of the vehicle's drive motor is determined based on the decrease in the pressure and the slope.

7. A vehicle slope recognition device, characterized in that, include: The acquisition module is configured to acquire the wheel speed detected by the wheel speed sensor, the longitudinal acceleration detected by the acceleration sensor, and the yaw rate detected by the angular velocity sensor of the vehicle. A determining module is configured to determine whether the vehicle meets specified conditions based on the wheel speed, the longitudinal acceleration, and the yaw rate, wherein meeting the specified conditions indicates that the vehicle is in a slipping state. A control module is configured to, in response to the vehicle not meeting specified conditions, determine the slope of the road where the vehicle is located based on the longitudinal acceleration and the wheel speed, and control the vehicle based on the slope.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method described in any one of claims 1 to 6.

10. A computer program product comprising computer program instructions, characterized in that, When the computer program instructions are executed on a computer, the computer causes the computer to perform the method as described in any one of claims 1 to 6.

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