Slope sliding prevention comprehensive control system and control method for intelligent new energy bus

Abstract

The invention discloses an intelligent new energy bus anti-slip comprehensive control system and method, and relates to the technical field of intelligent new energy bus control, and the method comprises the steps: judging whether a vehicle is in a slip state or not based on a multi-mode vehicle state signal; a fault result is obtained by judging a communication state, a hardware state and a slope sensor signal state; according to the driver off-seat state, the vehicle slope sliding state and the fault judgment result, whether slope sliding prevention is started or not is judged in combination with the slope signal, and a slope sliding prevention strategy is determined; if it is judged that the anti-slip slope is started, the anti-slip slope quitting is divided into passive quitting and active quitting according to the hand brake signal, the gear signal, the accelerator pedal opening degree and the brake pedal opening degree. According to the method, the safety and driving comfort of the whole vehicle are improved, and the anti-slope-sliding function of safe parking of the vehicle and system resetting is completed by controlling cooperative work of electric braking and pneumatic braking.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent new energy bus control, and particularly relates to an intelligent new energy bus anti-slip control system and a control method. BACKGROUND

[0002] With the development of the new energy vehicle industry, new energy buses have been widely used in the public transportation field due to their advantages of environmental protection and energy saving. However, new energy buses generally have the characteristics of large overall vehicle weight and complex and variable operating conditions. In key operating links such as hill starting and gear shifting, the phenomenon of hill rolling frequently occurs, which not only causes wear of the vehicle itself, but also brings serious traffic safety hazards, threatening the life and property safety of the driver and passengers and the people around the road. Therefore, designing a safe and reliable anti-slip control method has become an important technical issue to be solved in the field.

[0003] The anti-slip technology is a technology that, through real-time monitoring of the running state of the vehicle, in combination with a corresponding control strategy, uses the braking system or the driving system to generate braking force or driving force to prevent the vehicle from sliding unexpectedly under special conditions such as a slope.

[0004] The existing anti-slip control method mainly adopts a single control mode. Some of the schemes rely solely on motor driving torque, and control the motor to output corresponding torque to resist the tendency of the vehicle to roll down the slope. Another part of the schemes relies only on the hydraulic braking system to stop the vehicle, and uses the braking force generated by the hydraulic pressure to fix the vehicle and prevent the vehicle from rolling down the slope. These schemes can to some extent cope with simple slope conditions, but lack comprehensive adaptation to complex scenarios.

[0005] In summary, the existing technology that relies solely on motor driving torque or hydraulic braking to stop the vehicle has insufficient response speed and control accuracy. Under complex conditions such as heavy load and steep slope, it is difficult to provide sufficient braking force or driving force, the anti-slip effect is not ideal, and the risk of rolling down the slope cannot be effectively avoided. Moreover, the single control strategy cannot be flexibly adjusted according to different slope conditions, and it is difficult to adapt to diversified road environments, and the control stability and reliability under different slope conditions are insufficient.

[0006] The existing control method does not establish a systematic fault detection and response system. When the system has communication abnormalities, hardware failures or sensor signal abnormalities, the anti-slip function is easily mis-triggered or fails, which leads to excessive rolling distance of the vehicle or poor braking control effect, and causes safety accidents. SUMMARY

[0007] To address the shortcomings of existing technologies, this invention provides an intelligent new energy bus anti-rollover integrated control system and control method. This invention improves the overall vehicle safety and driving comfort by controlling the coordinated operation of electric braking and air braking to achieve the anti-rollover function of safe vehicle parking and system reset.

[0008] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides a comprehensive control method for preventing runaway on intelligent new energy buses, comprising: Acquire multimodal vehicle status signals, including motor speed signal, gear signal, slope signal, accelerator pedal opening, brake pedal opening, driver's off-seat status, and handbrake signal, and determine whether the vehicle is in a rolling state based on the multimodal vehicle status signals. Acquire motor message life signal and air brake message life signal to determine communication status. At the same time, acquire motor control status signal, air brake control status signal and slope signal percentage corresponding to slope signal to determine hardware status and slope sensor signal status. And make fault judgment based on communication status, hardware status and slope sensor signal status. Based on the driver's off-seat status, the vehicle's rolling status, and the fault diagnosis results, and combined with the slope signal, determine whether to activate the anti-roll-off mechanism and determine the anti-roll-off strategy. If the anti-runaway slope is activated, the exit from the anti-runaway slope will be classified as passive exit or active exit based on the handbrake signal, gear signal, accelerator pedal opening, and brake pedal opening.

[0009] As a further technical solution, if the handbrake signal is released, the gear signal is forward, the driver is in a seated state, and the accelerator pedal opening and brake pedal opening are both equal to 0, then the motor speed signal is judged. If the motor speed is less than 0, the vehicle is in a rolling state; if the motor speed is greater than 10, the vehicle is not in a rolling state.

[0010] As a further technical solution, if the handbrake signal is released, the gear signal is reverse, the driver is seated (or not seated), and both the accelerator pedal and brake pedal openings are 0, then the motor speed signal is checked. If the motor speed is greater than 0, the vehicle is in a rolling state; if the motor speed is less than -10, the vehicle is not rolling. If the handbrake signal is engaged, or the gear signal is neutral, or the brake pedal opening is greater than 5, and the driver is seated, then the vehicle is directly determined to be not rolling.

[0011] As a further technical solution, if the motor message life signal and the air brake message life signal remain unchanged within a continuously set time, then the motor communication timeout and the air brake communication timeout are determined respectively; if the motor message life signal and the air brake message life signal change within a continuously set time, then the motor communication is determined to be normal and the air brake communication is determined to be normal; and if the motor communication timeout or the air brake communication timeout occurs, then the system communication is determined to be abnormal; if both the motor communication and the air brake communication are normal, then the system communication is determined to be normal.

[0012] As a further technical solution, the system hardware status is determined based on the motor control status signal and the air brake control status signal. If the motor control status signal or the air brake control status signal is abnormal, the system hardware is determined to be abnormal; if the motor control status signal is normal and the air brake control status signal is abnormal, the system hardware is determined to be normal.

[0013] As a further technical solution, the slope sensor signal status is determined by comparing the slope percentage corresponding to the slope signal with a preset benchmark slope percentage. Specifically, if the slope percentage corresponding to the slope signal is greater than the benchmark slope percentage, the slope sensor signal is determined to be abnormal; if the slope percentage corresponding to the slope signal is less than or equal to the benchmark slope percentage, the slope sensor signal is determined to be normal.

[0014] As a further technical solution, if there is a communication error, hardware error, or slope sensor signal error, the system is considered faulty; if there is a normal communication error, hardware error, or slope sensor signal error, the system is considered normal.

[0015] As a further technical solution, if the driver is off-seat, the anti-rollback mechanism is activated, and the anti-rollback strategy involves directly parking the vehicle and shifting it to neutral. If the vehicle is rolling and the fault diagnosis result is no fault, the anti-rollback mechanism is activated, and the slope signal strength is assessed. If the slope signal percentage is less than or equal to a first set value, the anti-rollback strategy uses a preset reference torque, and the motor's target torque for parking is the reference torque multiplied by the slope signal percentage. If the slope signal percentage is greater than the first set value but less than or equal to a second set value, the anti-rollback strategy uses the motor's target torque for parking equal to the motor's stall torque. If the slope signal percentage is greater than the second set value, the anti-rollback strategy uses the combined action of motor torque and air brake pressure. If the vehicle is rolling and the fault diagnosis result is a fault, the anti-rollback mechanism is activated, and the anti-rollback strategy is implemented by the electronic parking brake. If the vehicle is not rolling, a parking signal reset command is sent, and the anti-rollback mechanism is not activated.

[0016] As a further technical solution, if the handbrake signal is engaged, or the gear signal is returned to neutral, or the brake pedal opening is greater than a set threshold, then the anti-rollback mechanism is disengaged and passively disengaged; if the accelerator pedal opening changes, then the driver's requested torque is obtained by looking up a table based on the accelerator pedal opening. When the driver's requested torque is greater than the actual torque of the motor, and the driver's requested torque is greater than the torque value converted from air brake pressure, then the anti-rollback mechanism is disengaged and actively disengaged.

[0017] Secondly, the present invention provides an intelligent new energy bus anti-rollover integrated control system, based on the intelligent new energy bus anti-rollover integrated control method described in the first aspect, comprising: The anti-rollover control system includes an anti-rollover controller, a motor controller, an air brake controller, an accelerator pedal sensor, a brake pedal sensor, an electronic parking brake, a slope sensor, a seat gravity sensor, and a gear position controller. The anti-rollover controller determines whether the vehicle is rolling backwards. The motor controller acquires the motor speed signal and outputs the motor's target torque for parking on the slope. The air brake controller generates air brake pressure. The accelerator pedal sensor and brake pedal sensor both convert voltage data into accelerator and brake pedal openings. The electronic parking brake is used for automatic parking. The slope sensor acquires the slope signal. The seat gravity sensor acquires the driver's seat position. The gear position controller acquires the gear position signal.

[0018] One or more technical solutions of the present invention have the following beneficial effects: This invention determines the runaway state by acquiring modal vehicle state signals and combines the slope signal with the fault results to determine the anti-runaway strategy, rather than relying on a single control method. It can dynamically adjust the control logic according to the real-time slope and runaway state, covering different slope conditions of small, medium and large, taking into account the response speed and braking stability, and effectively improving the anti-runaway effect and accuracy in complex scenarios such as heavy load and steep slope.

[0019] This invention uses slope signals from multimodal signals as the key basis, and combines slope slip status and fault judgment results to determine the anti-slip slip strategy, breaking the limitations of a single strategy. It can flexibly adapt the control method according to different slope signals, rather than a fixed single mode, and can accurately match various slope conditions, greatly enhancing the adaptability to different slope environments.

[0020] This invention determines the communication status by acquiring life signals from the motor and air brake, and combines these with the motor and air brake control status signals and the percentage of the slope signal to determine the hardware and sensor status, thus achieving systematic fault diagnosis. In case of a fault, the anti-rollover strategy can be adjusted (e.g., switching to electronic parking brake) to prevent false triggering or failure of functions; under normal conditions, it operates according to the optimal strategy, forming a "fault identification - strategy adjustment" protection mechanism to improve system reliability. Attached Figure Description

[0021] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0022] Figure 1 This is the multi-mode gas-electric coordinated control diagram of the present invention; Figure 2 This is a flowchart of the fault diagnosis process of the present invention; Figure 3 This is a diagram of the system control architecture of the present invention. Detailed Implementation It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0023] Example 1 like Figure 1 As shown, this embodiment provides a comprehensive control method for preventing runaway of intelligent new energy buses. In order to realize the runaway control method mentioned in this embodiment, this embodiment also provides an intelligent new energy bus runaway control system for implementing the runaway control method.

[0024] like Figure 3 As shown, the anti-slip control system includes an anti-slip controller, a motor controller, an air brake controller, an accelerator pedal sensor, a brake pedal sensor, an electronic handbrake, a slope sensor, a seat gravity sensor, and a gear position controller.

[0025] In this embodiment, the anti-rollover controller, acting as the brain of the anti-rollover control system, is mainly used to determine whether the vehicle is in a rollover state, identify system faults, and make multi-mode anti-rollover control decisions; the motor controller is used to acquire motor speed signals and output the motor's target torque for parking on the slope; the air brake controller is used to generate braking pressure to control the wheels to stop rotating; the accelerator pedal sensor and brake pedal sensor are both used to convert the collected voltage into the opening degree of the accelerator pedal and brake pedal; the electronic parking brake is used for automatic parking; the slope sensor is used to acquire the slope signal under operating conditions in real time; the seat gravity sensor is used to acquire the driver's off-seat state; and the gear position controller is used to... The bus obtains the gear position signal.

[0026] In this embodiment, the specific steps of the bus anti-slip slope control method are as follows: S1: Anti-slip controller passes The bus acquires multimodal vehicle status signals, including motor speed signals. Gear signal Slope signal Accelerator pedal opening Brake pedal opening Driver off-seat status and handbrake signal The system determines whether a vehicle is in a slippery state based on multimodal vehicle status signals.

[0027] In step S1, if the handbrake signal is released, the gear signal is forward, and the driver is in a seated state, and both the accelerator pedal opening and the brake pedal opening are equal to 0, that is: At this point, the motor speed signal is checked. If the motor speed is less than 0, then... Then the vehicle is in a rolling state, that is If the motor speed is greater than 10, the vehicle is in a non-slipping state, that is... .

[0028] If the handbrake signal is released, the gear signal is reverse, the driver's off-seat status is in-seat, and both the accelerator pedal opening and brake pedal opening are equal to 0, that is: Then, the motor speed signal is checked. If the motor speed is greater than 0, that is... Then the vehicle is in a rolling state. If the motor speed is less than -10, the vehicle is not in a rolling state, i.e. .

[0029] If the handbrake signal is engaged, the gear signal is neutral, or the brake pedal opening is greater than 5 degrees, and the driver is seated, the motor speed signal is no longer considered. If so, it is directly determined that the vehicle is not in a slippery state, that is... .

[0030] In summary, determining the vehicle's rollover status... The specific judgment formula is as follows: .

[0031] S2: The anti-slippage controller obtains motor message life signals via the CAN bus. Harmony braking message life signal The system determines the communication status, acquires the motor control status signal, the air brake control status signal, and the slope signal percentage corresponding to the slope signal, determines the hardware status and the slope sensor signal status, and performs fault diagnosis based on the communication status, hardware status, and slope sensor signal status.

[0032] In step S2, if the motor message life signal Continuous setting time If the internal condition remains unchanged, then the motor communication is judged to have timed out. , If the motor sends a life signal Continuous setting time If there are internal changes, it indicates that the motor communication is normal. , ; ; If the air brake message is a life signal Continuous setting time If the internal condition remains unchanged, then the air brake communication is judged to have timed out. , If the air brake message is a life signal Continuous setting time If the internal condition remains unchanged, it indicates that the air brake controller communication is normal. , The specific formula is: .

[0033] Furthermore, if the motor communication timeout is 1 or the air brake communication timeout is 1, then the anti-slip control system is judged to have a communication abnormality, i.e. , If both the motor communication and air brake communication are normal (0), then the anti-slip control system is considered to be communicating normally. ,but The specific formula is: .

[0034] In step S2, the anti-slip controller receives the status signal from the motor controller. Gas brake controller status signal If the motor control status signal or the air brake control status signal is abnormal, then the system hardware is determined to be faulty. , If the motor control status signal is normal, but the air brake control status signal is abnormal, then the system hardware is considered to be normal. , The specific formula is: .

[0035] In step S2, the anti-slope controller receives the slope percentage corresponding to the slope signal and compares the slope percentage corresponding to the slope signal with the preset reference slope percentage. In comparison, the slope sensor signal status is determined as follows: if the slope percentage corresponding to the slope signal is greater than the reference slope percentage... If the slope sensor signal is abnormal, then it is determined that... , If the slope percentage corresponding to the slope signal is less than or equal to the reference slope percentage If the slope sensor signal is normal, then it is determined that the slope sensor signal is normal. , The specific formula is: .

[0036] If there is a communication error, hardware error, or slope sensor signal error, the system is considered faulty. , If communication, hardware, or slope sensor signal are normal, then the system is considered normal. ,but .In summary: .

[0037] S3: Based on the driver's off-seat status, vehicle rollover status, and fault diagnosis results, and combined with the slope signal, determine whether to activate the anti-rollover mechanism and determine the anti-rollover strategy.

[0038] In step S3, if the driver's off-seat state is "off-seat", that is... When the anti-rollover mechanism is activated, there is no need to determine whether the vehicle is already rolling. The anti-rollover strategy directly parks the vehicle; the anti-rollover controller sends a parking command to the electronic parking brake. The electronic parking brake actuates the brake valve to close. Park the vehicle; simultaneously send a neutral command to the gear position controller, and the entire vehicle returns to neutral.

[0039] If the vehicle is rolling backwards and the fault diagnosis result is no fault, then activate the anti-rollback mechanism, check the slope signal strength, and if the slope signal percentage is less than or equal to the first set value... ,Right now If the vehicle is determined to be on a relatively gentle slope, the anti-rollover strategy is implemented using motor torque, with a preset baseline torque. The target torque requested by the motor for hill-start assist is... The base torque multiplied by the percentage of the slope signal, i.e. .

[0040] If the vehicle is rolling backwards and the fault diagnosis result is no fault, then the anti-rollback mechanism is activated. If the slope signal percentage is greater than the first set value... And less than or equal to the second set value ,Right now The vehicle is determined to be on a mid-slope. The anti-rollback strategy is achieved by using the motor's stall torque, and the motor's stall torque is requested for the slope target. It equals the stall torque of the motor. The formula for calculating the stall torque of the motor is: ;in For the overall vehicle quality, This is the gravity coefficient.

[0041] If the vehicle is rolling backwards and the fault diagnosis result is no fault, then the anti-rollback mechanism is activated. If the slope signal percentage is greater than the second set value... ,Right now The vehicle is determined to be on a steep incline. The anti-rollover strategy involves the combined action of motor torque and air brake pressure. Since the air brake pressure response is slower than the motor torque response, the braking force is initially provided by the motor torque. The target requested torque is... Simultaneously, the anti-slip controller calculates the target braking pressure using the following formula: ,in , For calibration coefficients. The anti-slip controller sends the target pressure to the pneumatic brake controller, while the pneumatic brake controller simultaneously feeds back the real-time pressure. Give the anti-slip controller, when At that time, the target torque of the motor Begin to disengage, fully disengaging within 1.5 seconds. At this point, the vehicle's parking position on the slope is entirely achieved through air brake pressure. The specific calculation formula is as follows: .

[0042] If the vehicle is rolling downhill and the fault diagnosis is a fault, that is... When the anti-slip slope is activated, the slope percentage is no longer considered, and the anti-slip slope strategy is implemented by the electronic parking brake; the anti-slip slope controller sends a parking slope command to the electronic parking brake, i.e. The electronic parking brake actuates the brake valve to close. Parking.

[0043] If the vehicle is not in a rolling state, i.e. Without activating the anti-slip slope, regardless of whether the vehicle is in electric braking, air braking, or electronic parking brake parking mode, the anti-slip slope controller will send a reset command to all parking signals to the motor controller, air brake controller, and electronic parking brake signal. , , .

[0044] In summary, the specific formula for gas-electric synergy is:

[0045] S4: If it is determined that the anti-runaway slope is activated, the exit from the anti-runaway slope will be divided into passive exit and active exit based on the handbrake signal, gear signal, accelerator pedal opening and brake pedal opening.

[0046] In step S4, if the handbrake signal is engaged, or the gear signal is returned to neutral, or the brake pedal opening is greater than the set threshold (20), that is... If the slope is closed, the exit will be passive, meaning... . If the accelerator pedal opening changes, the driver's requested torque can be obtained by looking up a table based on the accelerator pedal opening. ,in The motor speed is the torque requested by the driver. Greater than the actual torque of the motor At the same time, the driver requested torque. Greater than the air brake pressure to torque value At that time, among them , If the pressure-torque conversion coefficient is used, then the anti-slip slope is discontinued and the discontinuation is active, i.e. .

[0047] In summary, the specific formula for the anti-slide exit mode is as follows: ; Whether the anti-slip exit is active or passive, in order to avoid abnormal noise and vibration in the rear axle of the vehicle caused by sudden changes in motor torque or braking pressure, and to improve driving comfort, it is necessary to increase the gradient control of torque and pressure change slope.

[0048] If the exit mode is passive exit, the motor torque and air brake pressure need to be reset to zero within 1 second. The anti-slip controller remembers the current motor torque and air brake pressure values ​​as the initial exit values, i.e. , At the same time, the counting begins. Set the operation period to The maximum count is According to the count value Calculate the gradient of change , Then the target torque of the motor at this time is Target pressure One second later, both the motor torque and the air brake pressure become zero, and a release command is sent to the electronic parking brake. Release the handbrake parking control, and finally reset the anti-rollaway exit mode. .

[0049] If the exit mode is active exit, meaning the driver exits by pressing the accelerator, the motor control torque equals the torque requested by the driver, and the air brake pressure is 0. , At the same time, a release command is sent to the electronic parking brake. Release the handbrake parking control, and finally reset the anti-rollaway exit mode. .

[0050] Various modifications and variations of this invention will be apparent to those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A comprehensive control method for preventing runaway on intelligent new energy buses, characterized in that, include: Acquire multimodal vehicle status signals, including motor speed signal, gear signal, slope signal, accelerator pedal opening, brake pedal opening, driver's off-seat status, and handbrake signal, and determine whether the vehicle is in a rolling state based on the multimodal vehicle status signals. Acquire motor message life signal and air brake message life signal to determine communication status. At the same time, acquire motor control status signal, air brake control status signal and slope signal percentage corresponding to slope signal to determine hardware status and slope sensor signal status. And make fault judgment based on communication status, hardware status and slope sensor signal status. Based on the driver's off-seat status, the vehicle's rolling status, and the fault diagnosis results, and combined with the slope signal, determine whether to activate the anti-roll-off mechanism and determine the anti-roll-off strategy. If the anti-runaway slope is activated, the exit from the anti-runaway slope will be classified as passive exit or active exit based on the handbrake signal, gear signal, accelerator pedal opening, and brake pedal opening.

2. The intelligent new energy bus anti-slip slope integrated control method as described in claim 1, characterized in that, If the handbrake signal is released, the gear signal is forward, the driver is in a seated state, and the accelerator pedal opening and brake pedal opening are both equal to 0, then the motor speed signal is checked. If the motor speed is less than 0, the vehicle is in a rolling state; if the motor speed is greater than 10, the vehicle is not in a rolling state.

3. The intelligent new energy bus anti-slip slope integrated control method as described in claim 1, characterized in that, If the handbrake signal is released, the gear signal is reverse, the driver is seated, and both the accelerator pedal and brake pedal openings are 0, then the motor speed signal is checked. If the motor speed is greater than 0, the vehicle is rolling backwards; if the motor speed is less than -10, the vehicle is not rolling backwards. If the handbrake signal is engaged, the gear signal is neutral, or the brake pedal opening is greater than 5, and the driver is seated, then the vehicle is directly determined to be not rolling backwards.

4. The intelligent new energy bus anti-slip slope integrated control method as described in claim 1, characterized in that, If the motor message life signal and the air brake message life signal remain unchanged within a continuously set time, then the motor communication timeout and the air brake communication timeout are determined respectively; if the motor message life signal and the air brake message life signal change within a continuously set time, then the motor communication and the air brake communication are determined to be normal; if either the motor communication timeout or the air brake communication timeout occurs, then the system communication is determined to be abnormal; if both the motor communication and the air brake communication are normal, then the system communication is determined to be normal.

5. The intelligent new energy bus anti-slippage integrated control method as described in claim 1, characterized in that, Based on the motor control status signal and the air brake control status signal, the system hardware status is determined. If the motor control status signal or the air brake control status signal is abnormal, the system hardware is determined to be abnormal. If the motor control status signal is normal and the air brake control status signal is abnormal, the system hardware is determined to be normal.

6. The intelligent new energy bus anti-slip slope integrated control method as described in claim 1, characterized in that, The slope sensor signal status is determined by comparing the slope percentage corresponding to the slope signal with a preset benchmark slope percentage. Specifically, if the slope percentage corresponding to the slope signal is greater than the benchmark slope percentage, the slope sensor signal is considered abnormal; if the slope percentage corresponding to the slope signal is less than or equal to the benchmark slope percentage, the slope sensor signal is considered normal.

7. The intelligent new energy bus anti-slip slope integrated control method as described in claim 1, characterized in that, If there is a communication error, hardware error, or slope sensor signal error, the system is considered faulty; if there is a communication error, hardware error, or slope sensor signal error, the system is considered normal.

8. The intelligent new energy bus anti-slip slope integrated control method as described in claim 1, characterized in that, If the driver is off-seat, the anti-rollover strategy is activated, and the vehicle is parked directly with the entire vehicle in neutral. If the vehicle is rolling backwards and the fault diagnosis result is no fault, the anti-rollover strategy is activated, and the slope signal strength is assessed. If the slope signal percentage is less than or equal to the first set value, the anti-rollover strategy is set to a preset reference torque, and the motor's target torque for hill-start assist is the reference torque multiplied by the slope signal percentage. If the slope signal percentage is greater than the first set value but less than or equal to the second set value, the anti-rollover strategy is set to a target torque for hill-start assist equal to the motor's stall torque. If the slope signal percentage is greater than the second set value, the anti-slip strategy is to use the combined action of motor torque and air brake pressure. If the vehicle is in a rollaway state and the fault diagnosis result is a fault, the anti-rollaway mechanism is activated, and the anti-rollaway strategy is implemented by the electronic parking brake; if the vehicle is not in a rollaway state, a parking signal reset command is sent, and the anti-rollaway mechanism is not activated.

9. The intelligent new energy bus anti-slip slope integrated control method as described in claim 1, characterized in that, If the handbrake signal is engaged, or the gear signal is returned to neutral, or the brake pedal opening is greater than the set threshold, the anti-rollaway mechanism will disengage passively. If the accelerator pedal opening changes, the driver's requested torque will be obtained by looking up the table based on the accelerator pedal opening. When the driver's requested torque is greater than the actual motor torque and the driver's requested torque is greater than the air brake pressure conversion torque value, the anti-rollaway mechanism will disengage actively.

10. A comprehensive control system for preventing runaway of intelligent new energy buses, based on the comprehensive control method for preventing runaway of intelligent new energy buses according to any one of claims 1-9, characterized in that, include: The anti-rollover control system includes an anti-rollover controller, a motor controller, an air brake controller, an accelerator pedal sensor, a brake pedal sensor, an electronic parking brake, a slope sensor, a seat gravity sensor, and a gear position controller. The anti-rollover controller determines whether the vehicle is rolling backwards. The motor controller acquires the motor speed signal and outputs the motor's target torque for parking on the slope. The air brake controller generates air brake pressure. The accelerator pedal sensor and brake pedal sensor both convert voltage data into accelerator and brake pedal openings. The electronic parking brake is used for automatic parking. The slope sensor acquires the slope signal. The seat gravity sensor acquires the driver's seat position. The gear position controller acquires the gear position signal.

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