A vehicle launch zero speed control method and system

Abstract

The present disclosure relates to the technical field of vehicle control, and provides a vehicle starting zero speed control method and system, which comprises the following steps: obtaining vehicle state information; based on the obtained vehicle state information, when the gear is D, the hand brake electric signal is in the pulled-up state, and the motor speed is less than zero, entering the zero speed control mode; in the zero speed control mode, except for the hand brake state judgment, if the vehicle is in the state of the startable condition, controlling the drive enable to be valid; in the zero speed control mode and the drive enable being valid, adopting a PI control algorithm to calculate the motor demand driving torque. The present disclosure actively outputs the motor torque to prevent hill rolling during the hand brake signal delay, and smoothly switches to normal starting after the hand brake is released and the accelerator is triggered, so that the safety, reliability and cost advantage can be considered without additional sensors.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, specifically to a method and system for controlling vehicle starting at zero speed. Background Technology

[0002] The statements in this section are merely background information relating to this disclosure and do not necessarily constitute prior art.

[0003] With the widespread application of new energy buses in urban transportation and shuttle bus services, the requirements for their safety and handling in complex terrain environments are constantly increasing. Especially in hill start situations, how to achieve anti-rollback function and ensure smooth vehicle start without relying on additional hardware such as slope sensors or hill start assist systems at a lower cost has become a technical issue of widespread concern in the industry.

[0004] In existing new energy buses, due to cost considerations and simplified system integration, slope sensors are typically not equipped, and dedicated hill start assist control systems are also lacking. In this context, hill start mostly relies on a combination of control logic involving a mechanical handbrake and handbrake electrical signal feedback. However, this approach suffers from a significant response time lag: the actual physical release of the mechanical handbrake is not synchronized with the electrical signal update received by the vehicle controller, resulting in a non-negligible delay.

[0005] The main reasons for this delay include: First, when the driver slowly releases the handbrake, the release of air pressure inside the pneumatically driven mechanical braking system (such as the parking brake cylinder) is not instantaneous, but a gradual decompression nonlinear physical process; second, the electrical signal of the handbrake status is usually fed back by limit switches or pressure sensors, which require the braking mechanism to reach a specific travel position or air pressure threshold before switching the electrical signal status; third, in order to improve the system's anti-interference capability, some vehicle controllers also set a logic hold or software filtering mechanism for the handbrake signal for a certain period of time, further extending the time for the system to "sense" the handbrake release status.

[0006] During this delayed window, although the vehicle has physically begun to release the parking brake, the vehicle controller, having not received the "handbrake released" electrical signal, still determines that the vehicle is in a braking state and therefore refuses to respond to the accelerator pedal signal, blocking the motor torque output. At this time, the vehicle is in an unstable state of "insufficient braking force and no driving force established," which is especially prone to backward rolling or slipping due to gravity on slopes, causing vehicle control failure or even traffic accidents, posing a serious safety hazard. Summary of the Invention

[0007] To address the aforementioned issues, this disclosure proposes a vehicle start-up zero-speed control method and system. During the handbrake signal delay, the system actively outputs motor torque to prevent rollover and smoothly switches to normal start-up after the handbrake is released and the throttle is triggered. This method achieves a balance of safety, reliability, and cost advantages without the need for additional sensors.

[0008] To achieve the above objectives, the present disclosure adopts the following technical solution: One or more embodiments provide a vehicle start-up zero-speed control method, including the following steps: Perform vehicle status detection and obtain vehicle status information; Based on the acquired vehicle status information, when the gear is in D gear, the handbrake is engaged, and the motor speed is less than zero, the vehicle enters the zero speed control mode. In zero-speed control mode, excluding handbrake status judgment, if the vehicle is in a state where it can be started, the drive enable is effective. In zero-speed control mode and with drive enabled, a PI control algorithm is used to calculate the simulated throttle value based on the deviation between the desired speed and the actual speed, calculate the required drive torque of the motor, and send the drive torque value control command to the vehicle drive system to achieve zero-speed control drive.

[0009] A vehicle start-up zero-speed control system, comprising: The acquisition module is configured to perform vehicle status detection and acquire vehicle status information. The mode determination module is configured to enter the zero-speed control mode based on the acquired vehicle status information when the gear is in D gear, the handbrake is engaged, and the motor speed is less than zero. The enable judgment module is configured to, in zero-speed control mode, exclude handbrake status judgment, and control drive enable to be effective if the vehicle is in a startable state. The torque control module is configured to operate in zero-speed control mode with drive enabled active. It employs a PI control algorithm to calculate the simulated throttle value based on the deviation between the desired and actual speeds, calculates the required drive torque for the motor, and sends the drive torque value control command to the vehicle drive system to achieve zero-speed control drive.

[0010] A vehicle includes a vehicle controller that stores program instructions. When the program instructions are executed, the steps in the above-described vehicle start-up zero-speed control method are performed.

[0011] An electronic device includes a memory and a processor, as well as computer instructions stored in the memory and running on the processor, wherein the computer instructions, when executed by the processor, complete the steps in the above-described vehicle start-up zero-speed control method.

[0012] A computer-readable storage medium for storing computer instructions, which, when executed by a processor, complete the steps in the above-described vehicle start-up zero-speed control method.

[0013] Compared with the prior art, the beneficial effects of this disclosure are as follows: This disclosure eliminates the need for additional slope sensors or dedicated ramp assist hardware, effectively suppressing the risk of rollback during ramp starts solely through optimization of existing electronic control logic. By eliminating the delay dependency on the handbrake electrical signal, the window between the physical release of the handbrake and the establishment of driving force is significantly shortened, reducing the risk of rollback. Simultaneously, the PI control algorithm enables smooth motor torque output, avoiding start-up shocks and improving overall vehicle comfort and safety. Furthermore, this method possesses strong versatility and scalability, allowing application in new energy buses on different platforms and enabling software upgrades, thus reducing system integration and modification costs.

[0014] The advantages of this disclosure, as well as its additional advantages, will be described in detail in the following specific embodiments. Attached Figure Description

[0015] The accompanying drawings, which form part of this disclosure, are used to provide a further understanding of this disclosure. The illustrative embodiments of this disclosure and their descriptions are used to explain this disclosure and do not constitute a limitation thereof.

[0016] Figure 1 This is a block diagram of a vehicle starting zero-speed control system according to Embodiment 2 of this disclosure; Figure 2 This is a flowchart of a vehicle starting zero-speed control method according to Embodiment 1 of this disclosure. Detailed Implementation

[0017] The present disclosure will be further described below with reference to the accompanying drawings and embodiments.

[0018] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of this disclosure. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains.

[0019] It should be noted that the terminology used herein is for descriptive purposes only and is not intended to limit the exemplary embodiments according to this disclosure. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof. It should be noted that, without conflict, the various embodiments and features within those embodiments can be combined with each other. The embodiments will now be described in detail with reference to the accompanying drawings.

[0020] Example 1 In one or more of the technical solutions disclosed in the embodiments, such as Figures 1 to 2 As shown, a vehicle start-up zero-speed control method can be configured to be executed in the vehicle's overall controller, including the following steps: Step 1: Perform a vehicle status check to obtain vehicle status information; Step 2: Based on the acquired vehicle status information, when the gear is in D gear, the handbrake is engaged, and the motor speed is less than zero, the vehicle enters the zero speed control mode. Step 3: In zero-speed control mode, without checking the handbrake status, if the vehicle is in a startable condition, control the drive enable to be effective. Step 4, Zero-speed PI torque regulation control: In zero-speed control mode and with drive enabled, the PI control algorithm is used to calculate the simulated throttle value based on the deviation between the desired speed and the actual speed, calculate the required drive torque of the motor, and send the drive torque value control command to the vehicle drive system to achieve zero-speed control drive.

[0021] In the above steps of this embodiment, the vehicle controller monitors the real-time status of the vehicle system. When the vehicle handbrake electrical signal is in the engaged state and the motor feedback speed is <0 rpm, the vehicle controller determines that the vehicle has entered the zero-speed control mode and performs anti-rollover control to ensure a smooth start for the vehicle. When the vehicle controller determines that the vehicle is in the zero-speed mode, the drive enable no longer checks the handbrake status, and the vehicle can perform speed PI torque adjustment control torque request. The motor responds to the torque request, keeping the vehicle stationary on the slope. This method collects real-time vehicle status information, including key parameters such as gear position, handbrake signal, and motor speed, to determine whether the vehicle is under the trigger conditions for zero-speed control. When the vehicle is in Drive (D) and the handbrake signal is engaged, and the motor speed is below zero, the system enters zero-speed control mode. In this mode, the system eliminates further reliance on the handbrake signal, relying solely on other startable conditions for drive enable, thus avoiding logical lag caused by handbrake release signal delay. Once the drive enable condition is met, the system calls the PI control algorithm, using the deviation between the desired and actual motor speed as input, and obtains a simulated throttle value through proportional and integral adjustment. This simulated throttle value is further converted into the required drive torque for the motor, and the controller sends torque control commands to the drive system in real time, enabling the motor to quickly establish stable driving force at zero speed, thereby ensuring smooth vehicle start-up under special conditions such as slopes.

[0022] This embodiment of the method eliminates the need for additional slope sensors or dedicated ramp assist hardware. It effectively mitigates the risk of rollback during ramp starts simply by optimizing existing electronic control logic. By eliminating the delay dependency on the handbrake electrical signal, the window between the physical release of the handbrake and the establishment of driving force is significantly shortened, reducing the risk of rollback. Simultaneously, the PI control algorithm enables smooth motor torque output, avoiding start-up shocks and improving overall vehicle comfort and safety. Furthermore, this method possesses strong versatility and scalability, allowing application in new energy buses on different platforms and enabling software upgrades, thus reducing system integration and modification costs.

[0023] In step 1, the vehicle status is detected and the vehicle status information is obtained. Specifically, the vehicle controller obtains the vehicle status information in real time, including the gear status, handbrake electrical signal status, motor feedback speed, whether the vehicle is in a high-voltage state, the closed status of the passenger door and the rear door, and the air pressure value corresponding to the door. In step 2, based on the acquired vehicle status information, when the gear is in D gear, the handbrake signal is engaged, and the motor speed is less than zero, the zero speed control mode is entered. Specifically, the zero-speed control mode is activated when the following conditions are met simultaneously: The gear is set to D. The handbrake signal is engaged. The motor feedback speed is less than 0 rpm; If the conditions for zero-speed control mode are met, set the zero-speed control mode flag to 1. Step 3, Drive Enable Judgment: In zero-speed control mode, excluding handbrake status judgment, if the vehicle is in a startable state, drive enable control is effective. In zero-speed control mode, drive enable judgment: In zero-speed control mode, that is, when the zero-speed mode flag bit = 1, if the vehicle is in a high-pressure state, the gear is D or R, the doors of the vehicle are closed, and the air pressure value of the vehicle air circuit is greater than the set air pressure value P, then drive enable is established. Specifically, the vehicle controller determines that the current vehicle status is high voltage, that is, the main negative contactor, main positive contactor and auxiliary contactor of the high voltage battery are closed, and the BMS sends a message to the CAN bus that the vehicle is in high voltage state.

[0024] In practice, when a vehicle uses air pressure braking, it is equipped with a dual-circuit brake air source to ensure redundancy and safety; these two air pressure circuits include: One air pressure supply is used to power the front axle and the main brake circuit; the second air pressure supply is used to power the rear axle and the parking brake circuit, or some auxiliary systems. Optionally, the set air pressure value P is not less than 260 kPa; Step 4 is the zero-speed PI torque regulation control step. In zero-speed control mode and with drive enabled, the PI control algorithm is used to calculate the simulated throttle value based on the deviation between the desired speed and the actual speed, calculate the required drive torque of the motor, and send the drive torque value control command to the vehicle drive system to achieve zero-speed control drive.

[0025] Optionally, the required drive torque of the motor can be calculated by using a MAP lookup table in conjunction with the current vehicle speed. Furthermore, the zero-speed PI torque regulation, in zero-speed control mode and with drive enable active, employs a PI control algorithm to calculate the simulated throttle value based on the deviation between the desired and actual speeds, and calculates the required drive torque for the motor. The specific steps are as follows: Step 41: In zero-speed control mode, and when drive enable is effective, the vehicle controller controls the vehicle to enter zero-speed PI torque adjustment mode. Step 42: In zero-speed PI torque adjustment mode, a PI control algorithm is used, utilizing the desired speed. and actual speed The simulated throttle value is calculated from the speed difference between them. The calculation formula is as follows: ; in, Indicates the coefficient of the proportional element; Indicates the coefficients of the integral element; proportionality coefficient and Based on the calibration using the critical proportional gain parameter tuning method, and ensuring that the vehicle does not slip under zero-speed control mode: the critical gain when the control system is in a critical stable state (i.e., constant amplitude oscillation) is determined. and oscillation period Calculate the PI parameter, i.e.: , ; Among them, critical gain The proportional gain value; the oscillation period. To output the time between two adjacent peaks (or troughs) of the oscillation curve; Step 43: Calculate the required drive torque of the motor by using a MAP lookup table to obtain the real-time simulated throttle value and the corresponding current vehicle speed value. Calculate the required drive torque for the motor; A further technical solution, to ensure vehicle driving safety, involves the vehicle controller reading the peak motor power from the CAN bus in zero-speed PI torque adjustment mode. and the battery's maximum allowable discharge power The system performs fault diagnosis and early warning control for the motor and battery, as detailed below: When the motor malfunctions, the control system limits the vehicle's power, specifically: Level 1 fault: Warning, do not handle; Level 2 fault: Limits the vehicle motor power to below 70% of the total power, the control unit broadcasts the motor level 2 fault code DM1, issues the power limited flag, and the instrument panel parses the control unit message and displays the motor level 2 fault and the turtle power limit symbol. Level 3 fault: Limit the vehicle motor power to below 20% of the total power, the whole control broadcasts the motor level 3 fault code DM1, issues the power limited flag, the instrument analyzes the whole control message and displays the motor level 3 fault and the turtle power limit symbol. Level 4 fault: Within the set time (e.g., 10s), the vehicle motor power will be reduced to 0, the whole control will broadcast the motor level 4 fault code DM1, issue the power limited flag, and the instrument will parse the whole control message and display the motor level 4 fault and the turtle power limited symbol. The turtle symbol is an icon used on the dashboard of electric or hybrid vehicles to indicate that the vehicle's power is limited. When a battery malfunctions, the battery system limits the battery's discharge power. Level 1 fault: Warning, do not handle; Level 2 fault: The battery system limits its own power. The control unit issues a Level 2 battery fault code DM1 and a power limitation flag. The instrument analyzes the control unit's message and displays the Level 2 battery fault and the turtle power limitation symbol. Level 3 fault: The battery system limits its own power, limps back to the factory, the control unit issues a Level 3 battery fault code DM1, the control unit issues a power limited flag, the instrument analyzes the control unit message and displays the Level 3 battery fault and the turtle power limited symbol. Level 4 fault: If the battery's allowable discharge power drops to 0 within 10 seconds, the control unit will issue a Level 4 battery fault code DM1 and a power limited flag. The instrument will analyze the control unit's message and display the Level 4 battery fault and the turtle power limited symbol. Further, in step 4, the torque limit is determined by obtaining the peak power of the motor, the maximum allowable discharge power of the battery, and its fault level. The maximum allowable output torque of the motor and the maximum allowable torque provided by the battery are calculated respectively. The minimum value among the motor demand drive torque Tor_map_1, the maximum allowable output torque of the motor, and the maximum allowable torque provided by the battery is taken as the final motor demand drive torque.

[0026] The formula for calculating the target torque of the whole vehicle is as follows: : ; in, The permissible output power for the motor or battery; This refers to the actual speed of the motor; Ultimately, the required drive torque for the motor is:

[0027] Tor_moto represents the maximum allowable output torque of the motor, which is limited by the motor's own performance.

[0028] Tor_bms represents the maximum torque that the battery is allowed to provide, corresponding to the battery's power and current capabilities; Tor_map_1 represents the target torque mapped based on the vehicle's operating conditions (such as pedal opening, vehicle speed, etc.); Tor_final_1: The final torque required for motor drive, which is the minimum of the three torque values ​​mentioned above.

[0029] Furthermore, the torque control command is sent. Specifically, the vehicle controller sends the required drive torque of the motor to the drive system via the CAN bus, ultimately achieving zero-speed control.

[0030] The above solution aims to prevent the vehicle from rolling backwards on a slope by controlling the vehicle in a zero-speed control mode without monitoring the handbrake status. In this mode, the vehicle outputs a certain amount of torque, thereby enabling the vehicle to maintain stability during the initial start-up phase on a slope.

[0031] A further technical solution is that when the vehicle can start normally, after the signal of the handbrake being released is transmitted to the vehicle controller, the zero-speed control mode is exited. The exit judgment of the zero-speed control mode is: the gear is not in D gear or the handbrake is released or the motor speed is greater than the first set speed. When the exit judgment conditions are met, the zero-speed control mode is exited, that is, the zero-speed mode flag position is 0. Optionally, the first set speed is not less than zero; preferably, it can be 200 rpm. In this embodiment, selecting a first set speed of not less than zero as the action mode transition node, and using it as the exit speed point for the zero-speed control mode, is to avoid the vehicle from vibrating due to frequent entry and exit from the zero-speed control mode when adjusting torque by PI at zero speed, which would affect the driving experience.

[0032] A further technical solution involves, after exiting the zero-speed control mode, when the drive enable condition is valid, the vehicle enters the actual throttle control torque output stage. The vehicle controller reads the throttle opening and vehicle speed, and calculates the actual throttle torque demand using a MAP lookup table. The minimum value calculated from the power limit is taken as the final output starting torque to control the vehicle to start smoothly.

[0033] Specifically, the vehicle controller calculates the required drive torque for the motor by using a MAP lookup table to determine the real-time throttle value and the corresponding vehicle speed. The starting torque value is then compared with the maximum torque value calculated from the maximum allowable discharge power of the battery and motor under both fault and normal vehicle conditions, and the minimum value is taken to obtain the final starting torque value. This ensures that the vehicle starts smoothly according to the torque required by the driver.

[0034] When the zero-speed control mode is not equal to 1, the effective condition for drive enable is that the following conditions are met simultaneously: The entire vehicle is under high pressure; The vehicle is in D or R gear; The handbrake is in the released position; All doors of the vehicle are closed; The air pressure values ​​in the entire vehicle's air circuit are all greater than the set air pressure value P, such as 260 kPa; All doors of the vehicle include passenger doors and rear doors; In traditional solutions, when the driver releases the handbrake, the air braking system slowly releases, but the handbrake electrical signal remains unchanged. The controller signal indicates that the handbrake is still engaged, preventing the accelerator from outputting torque, which could cause the vehicle to roll backward, thus entering a dangerous blind spot. This embodiment uses a zero-speed control mode to actively intervene during the handbrake signal delay, using the motor's output torque to hold the vehicle in place and prevent it from rolling backward. After the handbrake is released and the accelerator is triggered, it naturally switches to a smooth start, requiring no additional sensors, thus improving safety, reliability, and cost advantages.

[0035] Example 2 Based on Embodiment 1, this embodiment provides a vehicle, such as Figure 1As shown, the vehicle includes a vehicle controller, which stores program instructions. When the program instructions are executed, the steps in the vehicle start-up zero-speed control method described in Embodiment 1 are performed.

[0036] Example 3 Based on Embodiment 1, this embodiment provides a vehicle start-up zero-speed control system, including: The acquisition module is configured to perform vehicle status detection and acquire vehicle status information. The mode determination module is configured to enter the zero-speed control mode based on the acquired vehicle status information when the gear is in D gear, the handbrake is engaged, and the motor speed is less than zero. The enable judgment module is configured to, in zero-speed control mode, exclude handbrake status judgment, and control drive enable to be effective if the vehicle is in a startable state. The torque control module is configured to operate in zero-speed control mode with drive enabled active. It employs a PI control algorithm to calculate the simulated throttle value based on the deviation between the desired and actual speeds, calculates the required drive torque for the motor, and sends the drive torque value control command to the vehicle drive system to achieve zero-speed control drive.

[0037] It should be noted that each module in this embodiment corresponds one-to-one with each step in embodiment 1, and their specific implementation process is the same, so it will not be repeated here.

[0038] Example 4 Based on Embodiment 1, this embodiment provides an electronic device, including a memory and a processor, as well as computer instructions stored in the memory and running on the processor. When the computer instructions are executed by the processor, they complete the steps in the vehicle start-up zero-speed control method described in Embodiment 1.

[0039] Example 5 Based on Embodiment 1, this embodiment provides a computer-readable storage medium for storing computer instructions. When the computer instructions are executed by a processor, they complete the steps in the vehicle start-up zero-speed control method described in Embodiment 1.

[0040] The above description is merely a preferred embodiment of this disclosure and is not intended to limit this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

[0041] While the specific embodiments of this disclosure have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of this disclosure. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of this disclosure are still within the scope of protection of this disclosure.

Claims

1. A method for controlling zero-speed vehicle start-up, characterized in that, Includes the following steps: Perform vehicle status detection and obtain vehicle status information; Based on the acquired vehicle status information, when the gear is in D gear, the handbrake is engaged, and the motor speed is less than zero, it enters the zero speed control mode. In zero-speed control mode, drive enable judgment: In zero-speed control mode, excluding handbrake status judgment, if the vehicle is in high-pressure state, the gear is D or R, all doors of the vehicle are closed, and the air pressure value of the vehicle air circuit is greater than the set air pressure value P, then drive enable is established. In zero-speed control mode and with drive enabled, a PI control algorithm is used to calculate the simulated throttle value based on the deviation between the desired speed and the actual speed, calculate the required drive torque of the motor, and send the drive torque value control command to the vehicle drive system to achieve zero-speed control drive. When the vehicle can start normally, after the signal of the handbrake being released is transmitted to the vehicle controller, the zero-speed control mode is exited. The exit conditions for the zero-speed mode are: the gear is in D gear, the handbrake is released, and the motor speed is greater than the first set speed. When the exit conditions are met, the zero-speed control mode is exited.

2. The vehicle start-up zero-speed control method as described in claim 1, characterized in that: Obtain vehicle status information, including gear position, handbrake electrical signal status, motor feedback speed, whether the vehicle is under high pressure, passenger door and rear door closure status, and corresponding air pressure values ​​for the doors.

3. The vehicle starting zero-speed control method as described in claim 1, characterized in that, In zero-speed control mode with drive enabled, a PI control algorithm is used to calculate the simulated throttle value based on the deviation between the desired and actual speeds, and to calculate the required drive torque for the motor. The specific steps are as follows: In zero-speed control mode, and when drive enable is active, the vehicle controller controls the vehicle to enter zero-speed PI torque adjustment mode. In zero-speed PI torque regulation mode, a PI control algorithm is used, utilizing the desired speed. and actual speed The simulated throttle value is calculated from the speed difference between them. ; The required drive torque of the motor, Tor_map_1, is calculated by looking up the real-time simulated throttle value and the corresponding current vehicle speed value using a MAP lookup table.

4. The vehicle starting zero-speed control method as described in claim 3, characterized in that: Obtain the peak power of the motor, the maximum allowable discharge power of the battery and its fault level, calculate the maximum allowable output torque of the motor and the maximum allowable torque provided by the battery respectively, and take the minimum value among the motor demand drive torque Tor_map_1, the maximum allowable output torque of the motor and the maximum allowable torque provided by the battery as the final motor demand drive torque.

5. A vehicle start-up zero-speed control system, characterized in that, include: The acquisition module is configured to perform vehicle status detection and acquire vehicle status information. The mode determination module is configured to enter the zero-speed control mode based on the acquired vehicle status information when the gear is in D gear, the handbrake is engaged, and the motor speed is less than zero. In zero-speed control mode, drive enable judgment: In zero-speed control mode, excluding handbrake status judgment, if the vehicle is in high-pressure state, the gear is D or R, all doors of the vehicle are closed, and the air pressure value of the vehicle air circuit is greater than the set air pressure value P, then drive enable is established. The enable judgment module is configured to, in zero-speed control mode, exclude handbrake status judgment, and control drive enable to be effective if the vehicle is in a startable state. The torque control module is configured to operate in zero-speed control mode with drive enable active. It employs a PI control algorithm to calculate the simulated throttle value based on the deviation between the desired speed and the actual speed, calculates the required drive torque for the motor, and sends the drive torque value control command to the vehicle drive system to achieve zero-speed control drive. When the vehicle can start normally, after the signal of the handbrake being released is transmitted to the vehicle controller, the zero-speed control mode is exited. The exit conditions for the zero-speed mode are: the gear is in D gear, the handbrake is released, and the motor speed is greater than the first set speed. When the exit conditions are met, the zero-speed control mode is exited.

6. A vehicle, characterized in that, The vehicle includes a vehicle controller, which stores program instructions. When the program instructions are executed, the steps in the vehicle start-up zero-speed control method as described in any one of claims 1-4 are performed.

7. An electronic device, characterized in that, It includes a memory and a processor, as well as computer instructions stored in the memory and running on the processor, which, when executed by the processor, perform the steps in the vehicle start-up zero-speed control method according to any one of claims 1-4.

8. A computer-readable storage medium, characterized in that, Used to store computer instructions, which, when executed by a processor, complete the steps in the vehicle start-up zero-speed control method according to any one of claims 1-4.

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