Vehicle hill-holding control method and device, controller and computer program product

Abstract

The invention is suitable for the technical field of vehicle control, and provides a slope parking control method and device of a vehicle, a controller and a computer program product. The method is applied to a controller of a vehicle, the controller comprises a plurality of power tubes, and the method comprises the steps that after it is determined that the first duration time of the vehicle in a slope parking state is larger than a first preset threshold value, a target Hall angle is determined according to the current Hall angle of a driving motor of the vehicle; the target Hall angle is different from the current Hall angle, and when the driving motor works at the target Hall angle, the vehicle is still in a slope holding state; and controlling the driving motor to work at the target Hall angle, wherein the conducted power tubes in the plurality of power tubes corresponding to different Hall angles are not completely the same. By means of the method, when the vehicle is in the slope parking state, the Hall angle of the driving motor can be changed at set intervals, so that the conducted power tubes in the multiple power tubes are changed, and the technical problem that heating of all the power tubes in the vehicle controller is unbalanced is solved.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicle control, and particularly relates to a hill hold control method and device of a vehicle, a controller and a computer program product. BACKGROUND

[0002] The hill hold function of a vehicle refers to a function of controlling the vehicle to be stationary on a slope when the vehicle stops driving forward on the slope.

[0003] At present, when the vehicle is in a hill hold state, the driving motor of the vehicle is in a locked-rotor state, and the Hall angle of the driving motor of the vehicle remains unchanged. Since the Hall angle is one-to-one corresponding to the power tube turned on in the controller, and the Hall angle of the driving motor of the vehicle remains unchanged when the vehicle is in the hill hold state, the power tube turned on also remains unchanged when the vehicle is in the hill hold state. Since the power tube turned on generates heat, and the power tube not turned on does not generate heat (or generates less heat), the heat generated by each power tube in the controller is unbalanced. SUMMARY

[0004] Therefore, the embodiments of the present application provide a hill hold control method and device of a vehicle, a controller and a computer program product to solve the technical problem of unbalanced heat generated by each power tube in the controller in the prior art.

[0005] In a first aspect, the embodiments of the present application provide a hill hold control method of a vehicle, applied to a controller of the vehicle, the controller comprising a plurality of power tubes, and the method comprising: After determining that the first duration of the vehicle in the hill hold state is greater than a first preset threshold, determining a target Hall angle according to a current Hall angle of a driving motor of the vehicle; the target Hall angle is different from the current Hall angle, and the driving motor working at the target Hall angle causes the vehicle to remain in the hill hold state; Controlling the driving motor to work at the target Hall angle, and the power tubes turned on in the plurality of power tubes corresponding to different Hall angles are not completely the same.

[0006] Optionally, the determining of the target Hall angle according to the current Hall angle of the driving motor of the vehicle comprises: Determining the target Hall angle according to a first order and the current Hall angle; wherein when the Hall angle of the driving motor is adjusted N times according to the first order, the difference between the on-time of any two power tubes during the adjustment is less than a second preset threshold, and N is a preset positive integer.

[0007] Optionally, the determining of the target Hall angle according to the current Hall angle of the driving motor of the vehicle comprises: If the change sequence of the Hall angle of the driving motor when the driving motor rotates forward is a second sequence, the target Hall angle is determined according to the second sequence and the current Hall angle; wherein the second sequence comprises one or more of the following sequences: 180°, 240°, 300°, 0°, 60° and 120° arranged in sequence, 180°, 120°, 60°, 0°, 300° and 240° arranged in sequence, 210°, 270°, 330°, 30°, 90° and 150° arranged in sequence, 210°, 150°, 90°, 30°, 330° and 270° arranged in sequence.

[0008] Optionally, the determining the target Hall angle according to the current Hall angle of the driving motor of the vehicle comprises: If the configurable Hall angle of the driving motor comprises 0°, 60°, 120°, 180°, 240° and 300°, the sum of the current Hall angle and a first preset angle is determined as the target Hall angle; If the configurable Hall angle of the driving motor comprises 30°, 90°, 150°, 210°, 270° and 330°, the sum of the current Hall angle and a second preset angle is determined as the target Hall angle.

[0009] Optionally, the method further comprises: If the current Hall angle changes when the first duration is less than or equal to the first preset threshold, the current Hall angle is reset to the current Hall angle before the change, the first duration is reset, and the step of determining the target Hall angle according to the current Hall angle of the driving motor of the vehicle after the first duration is greater than the first preset threshold that the vehicle is in the hill-hold state and subsequent steps are re-executed.

[0010] Optionally, after the driving motor is controlled to work at the target Hall angle, the method further comprises: The target Hall angle is used to update the current Hall angle, the first duration is reset, and the step of determining the target Hall angle according to the current Hall angle of the driving motor of the vehicle after the first duration is greater than the first preset threshold that the vehicle is in the hill-hold state and subsequent steps are re-executed.

[0011] Optionally, the method further comprises: If the driving motor is a forward motor, the vehicle is in a forward driving state, and the number of changes of the Hall angle of the driving motor is greater than a third preset threshold, it is determined that the vehicle exits the hill-hold state; If the driving motor is a reverse motor, the vehicle is in a reverse driving state, and the number of changes of the Hall angle of the driving motor is greater than the third preset threshold, it is determined that the vehicle exits the hill hold state.

[0012] In a second aspect, the embodiments of the present application provide a hill hold control device of a vehicle, applied to a controller of the vehicle, the controller comprising a plurality of power tubes, and the device comprising: a Hall angle determination unit configured to determine a target Hall angle according to a current Hall angle of a driving motor of the vehicle after determining that a first duration in which the vehicle is in a hill hold state is greater than a first preset threshold; the target Hall angle is different from the current Hall angle, and the vehicle is still in the hill hold state when the driving motor works at the target Hall angle; a control unit configured to control the driving motor to work at the target Hall angle, and the power tubes that are turned on in the plurality of power tubes corresponding to different Hall angles are not completely the same.

[0013] In a third aspect, the embodiments of the present application provide a controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements each step of the hill hold control method of the vehicle according to any one of the first aspect when executing the computer program.

[0014] In a fourth aspect, the embodiments of the present application provide a computer readable storage medium, the computer readable storage medium storing a computer program, and the computer program is executed by a processor to implement each step of the hill hold control method of the vehicle according to any one of the first aspect.

[0015] In a fifth aspect, the embodiments of the present application provide a computer program product, when the computer program product is executed on a control device, the control device executes each step of the hill hold control method of the vehicle according to any one of the first aspect.

[0016] The hill hold control method, device, controller and computer program product of the vehicle provided by the embodiments of the present application have the following beneficial effects: The hill-hold control method of the vehicle provided in the embodiment of the present application is applied to a controller of the vehicle, the controller comprises a plurality of power tubes, and the method comprises the following steps: after determining that a first duration of the vehicle being in a hill-hold state is greater than a first preset threshold, a target Hall angle is determined according to a current Hall angle of a driving motor of the vehicle; the target Hall angle is different from the current Hall angle, and the vehicle is still in the hill-hold state when the driving motor works at the target Hall angle; the driving motor is controlled to work at the target Hall angle, and the power tubes that are turned on in the plurality of power tubes corresponding to different Hall angles are not completely the same. By the method, the Hall angle of the driving motor can be changed every certain period of time when the vehicle is in the hill-hold state, and since the power tubes that are turned on in the plurality of power tubes corresponding to different Hall angles are not completely the same, the power tubes that are turned on in the plurality of power tubes can be changed every certain period of time, so that the on time of each power tube is balanced, and the technical problem of unbalanced heating of each power tube in the vehicle controller is solved. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0018] Figure 1 A schematic diagram of a controller of a vehicle provided in the embodiment of the present application; Figure 2 An implementation flowchart of a hill-hold control method of a vehicle provided in the embodiment of the present application; Figure 3 A structural schematic diagram of a hill-hold control device of a vehicle provided in the embodiment of the present application; Figure 4 A structural schematic diagram of a controller provided in the embodiment of the present application. DETAILED DESCRIPTION

[0019] It should be noted that the terms used in the embodiments of the present application are only used to explain the specific embodiments of the present application, and are not intended to limit the present application. In the description of the embodiments of the present application, unless otherwise specified, "a plurality of" means two or more than two, and "at least one", "one or more" means one, two or more than two. The terms "first", "second" are only for description purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the "first", "second" features can explicitly or implicitly include one or more features.

[0020] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0021] In the prior art, when a vehicle is in a parking position, the Hall angle of the vehicle's drive motor remains unchanged. For example, the Hall angle of the drive motor may include 0°, 60°, 120°, 180°, 240°, and 300°. When the vehicle is in a parking position, the Hall angle of the vehicle's drive motor can be maintained at any one of the following Hall angles: 0°, 60°, 120°, 180°, 240°, and 300°. Alternatively, the Hall angle of the drive motor may include 30°, 90°, 150°, 210°, 270°, and 330°. When the vehicle is in a parking position, the Hall angle of the vehicle's drive motor can be maintained at any one of the following Hall angles: 30°, 90°, 150°, 210°, 270°, and 330°.

[0022] Furthermore, in existing technology, the Hall angle of the vehicle's drive motor corresponds one-to-one with the power transistors turned on in the vehicle's controller. The following combines... Figure 1 Table 1 explains that "the Hall angle of the vehicle's drive motor corresponds one-to-one with the power transistors that are turned on in the vehicle's controller".

[0023] Please see Figure 1 And Table 1, Figure 1 This is a schematic diagram of a vehicle controller provided in an embodiment of this application. Table 1 shows the relationship between the Hall angle of a drive motor and the power transistors that are turned on in the controller, as provided in an embodiment of this application.

[0024] like Figure 1 As shown, the vehicle's controller may include six power transistors: upper A transistor, lower A transistor, upper B transistor, lower B transistor, upper C transistor, and lower C transistor.

[0025]

[0026] As shown in Table 1, when the Hall angle is 0°, the lower B transistor and the upper C transistor are conducting power transistors, and the other power transistors are not conducting; when the Hall angle is 60°, the lower A transistor and the upper C transistor are conducting power transistors, and the other power transistors are not conducting; when the Hall angle is 120°, the lower A transistor and the upper B transistor are conducting power transistors, and the other power transistors are not conducting; when the Hall angle is 180°, the upper B transistor and the lower C transistor are conducting power transistors, and the other power transistors are not conducting; when the Hall angle is 240°, the upper A transistor and the lower C transistor are conducting power transistors, and the other power transistors are not conducting; when the Hall angle is 300°, the upper A transistor and the lower B transistor are conducting power transistors, and the other power transistors are not conducting.

[0027] As shown in Table 1, when the Hall angle is 30°, transistors A (upper), B (lower), and C (upper) are conducting power transistors, while the other power transistors are not conducting; when the Hall angle is 90°, transistors A (lower), B (upper), and C (upper) are conducting power transistors, while the other power transistors are not conducting; when the Hall angle is 150°, transistors A (lower), B (upper), and C (lower) are conducting power transistors, while the other power transistors are not conducting; when the Hall angle is 210°, transistors A (upper), B (upper), and C (lower) are conducting power transistors, while the other power transistors are not conducting; when the Hall angle is 270°, transistors A (upper), B (lower), and C (lower) are conducting power transistors, while the other power transistors are not conducting; when the Hall angle is 330°, transistors A (upper), B (lower), and C (upper) are conducting power transistors, while the other power transistors are not conducting.

[0028] Since the Hall angle corresponds one-to-one with the power transistors in the controller, and the Hall angle of the vehicle's drive motor remains unchanged when the vehicle is in a parking position, the number of power transistors in operation also remains unchanged. For example, if the Hall angle of the vehicle's drive motor remains at 0 degrees, the power transistors in operation when the vehicle is in a parking position will be fixed as the lower B transistor and the upper C transistor. This will cause the lower B transistor and the upper C transistor to continuously heat up. Since the power transistors other than the lower B transistor and the upper C transistor do not heat up, this will result in uneven heating of the power transistors.

[0029] Currently, to prevent vehicle controller burnout, most commercially available vehicle hill-holding functions strictly control the hill-holding time. When the vehicle reaches the maximum hill-holding time, the function disengages, allowing the vehicle to roll backward, thus protecting the controller. Alternatively, a temperature sensor is installed at the power transistor location of the controller, with a set temperature threshold. When the power transistor's temperature exceeds the set threshold, the hill-holding function disengages, allowing the electric vehicle to roll backward. Both of these methods rely on controller heat dissipation and the temperature resistance of the controller's power transistors. However, in existing technologies, the number of power transistors that are active during hill-holding is fixed, causing those active transistors to overheat while the others remain inactive, resulting in a generally short hill-holding time.

[0030] To address the above issues, this application provides a method for controlling vehicle parking on a slope. The executing entity of this method can be the vehicle's controller. This method can be applied to any scenario requiring parking control of a vehicle. For example, when a vehicle is in a parking state, the vehicle's controller can execute the various steps of the method, thereby ensuring even heating of the power transistors within the controller and extending the parking time.

[0031] Please see Figure 2 , Figure 2 This is a flowchart illustrating the implementation of the vehicle parking slope control method provided in this application embodiment. The vehicle parking slope control method provided in this application embodiment may include S101~S102, as detailed below: In S101, after determining that the first duration of the vehicle being in a parking state is greater than a first preset threshold, the target Hall angle is determined based on the current Hall angle of the vehicle's drive motor.

[0032] In this embodiment of the application, after the vehicle is in a parking state, the vehicle controller can obtain the first duration of the vehicle being in the parking state. After determining that the first duration of the vehicle being in the parking state is greater than a first preset threshold, the vehicle controller can determine the target Hall angle according to the current Hall angle of the vehicle's drive motor in a preset manner.

[0033] The target Hall angle is different from the current Hall angle, and the vehicle remains in a parking state when the drive motor operates at the target Hall angle.

[0034] This application provides four implementation methods for determining the target Hall angle based on the current Hall angle.

[0035] In the first possible implementation, the controller can determine the target Hall angle based on the first sequence and the current Hall angle; wherein, when the Hall angle of the drive motor is adjusted N times according to the first sequence, the difference between the conduction times of any two power transistors during the adjustment period is less than a second preset threshold, where N is a preset positive integer.

[0036] It should be noted that in the first possible implementation, any order that can satisfy the following conditions can be used as the first order: when the Hall angle of the drive motor is adjusted N times in the first order, the difference between the conduction times of any two power transistors during the adjustment period is less than the second preset threshold, where N is a preset positive integer.

[0037] After determining the first order, the next Hall angle in the first order can be determined as the target Hall angle. For example, if the first order is 180°, 240°, 300°, 0°, 60° and 120° arranged in sequence, and the current Hall angle is 180°, then 240° can be determined as the target Hall angle.

[0038] For example, when N is 6 and the Hall angles of the drive motor include 0°, 60°, 120°, 180°, 240° and 300°, the first sequence can be 180°, 240°, 300°, 0°, 60° and 120° arranged in sequence. Referring to Table 1, it can be seen that when the Hall angles of the drive motor are adjusted 6 times in the first sequence of 180°, 240°, 300°, 0°, 60° and 120°, the conduction time of upper tube A, lower tube A, upper tube B, lower tube B, upper tube C and lower tube C are all equal. Therefore, the sequential arrangement of 180°, 240°, 300°, 0°, 60° and 120° satisfies the condition of the first sequence and can be used as the first sequence.

[0039] For example, when N is 3 and the Hall angles of the drive motor include 0°, 60°, 120°, 180°, 240° and 300°, the first order can be 180°, 300° and 60° arranged in sequence. Referring to Table 1, it can be seen that when the Hall angles of the drive motor are adjusted 3 times in the first order of 180°, 300° and 60° arranged in sequence, the conduction time of upper tube A, lower tube A, upper tube B, lower tube B, upper tube C and lower tube C are all equal. Therefore, the 180°, 300° and 60° arranged in sequence meet the conditions of the first order and can be used as the first order.

[0040] For example, when N is 6 and the Hall angles of the drive motor include 30°, 90°, 150°, 210°, 270° and 330°, the first sequence can be 210°, 270°, 330°, 30°, 90° and 150° arranged in sequence. Referring to Table 1, it can be seen that when the Hall angles of the drive motor are adjusted 6 times in the first sequence of 210°, 270°, 330°, 30°, 90° and 150°, the conduction time of the upper tube A, lower tube A, upper tube B, lower tube B, upper tube C and lower tube C are all equal. Therefore, the sequential arrangement of 210°, 270°, 330°, 30°, 90° and 150° satisfies the condition of the first sequence and can be used as the first sequence.

[0041] For example, when N is 2 and the Hall angles of the drive motor include 30°, 90°, 150°, 210°, 270° and 330°, the first order can be 210° and 30° arranged in sequence. Referring to Table 1, it can be seen that when the Hall angles of the drive motor are adjusted twice with 210° and 30° arranged in sequence as the first order, the conduction time of upper tube A, lower tube A, upper tube B, lower tube B, upper tube C and lower tube C are all equal. Therefore, 210° and 30° arranged in sequence meet the conditions of the first order and can be used as the first order.

[0042] In practical applications, there can be several possible first orders, and the specific first order can be set by the user according to actual needs. No specific restrictions are made here.

[0043] In the second possible implementation, if the change sequence of the Hall angle when the drive motor rotates forward is a second sequence, then the target Hall angle is determined according to the second sequence and the current Hall angle; wherein, the second sequence includes one or more of the following sequences: 180°, 240°, 300°, 0°, 60° and 120° arranged in sequence; 180°, 120°, 60°, 0°, 300° and 240° arranged in sequence; 210°, 270°, 330°, 30°, 90° and 150° arranged in sequence; 210°, 150°, 90°, 30°, 330° and 270° arranged in sequence.

[0044] It should be noted that the following four sequences are commonly seen in practical applications: 180°, 240°, 300°, 0°, 60° and 120°; 180°, 120°, 60°, 0°, 300° and 240°; 210°, 270°, 330°, 30°, 90° and 150°; and 210°, 150°, 90°, 30°, 330° and 270°. Therefore, this implementation method has a wide range of applications.

[0045] After determining the second sequence, the next Hall angle in the second sequence can be determined as the target Hall angle. For example, if the second sequence is 180°, 240°, 300°, 0°, 60° and 120° arranged in sequence, and the current Hall angle is 180°, then 240° can be determined as the target Hall angle.

[0046] Taking the second sequence of 180°, 240°, 300°, 0°, 60° and 120° as an example, referring to Table 1, it can be seen that when the Hall angle of the drive motor is adjusted 6 times in the second sequence of 180°, 240°, 300°, 0°, 60° and 120°, the conduction time of the upper tube A, lower tube A, upper tube B, lower tube B, upper tube C and lower tube C are all equal.

[0047] Taking the second sequence of 180°, 120°, 60°, 0°, 300° and 240° as an example, as shown in Table 1, when the Hall angle of the drive motor is adjusted 6 times in the second sequence of 180°, 120°, 60°, 0°, 300° and 240°, the conduction time of the upper tube A, lower tube A, upper tube B, lower tube B, upper tube C and lower tube C are all equal.

[0048] Taking the sequentially arranged 210°, 270°, 330°, 30°, 90° and 150° as examples, referring to Table 1, it can be seen that when the Hall angle of the drive motor is adjusted 6 times in the second order of 210°, 270°, 330°, 30°, 90° and 150°, the conduction time of the upper tube A, lower tube A, upper tube B, lower tube B, upper tube C and lower tube C are all equal.

[0049] Taking the sequentially arranged 210°, 150°, 90°, 30°, 330° and 270° as examples, referring to Table 1, it can be seen that when the Hall angle of the drive motor is adjusted 6 times in the second order of 210°, 150°, 90°, 30°, 330° and 270°, the conduction time of the upper tube A, lower tube A, upper tube B, lower tube B, upper tube C and lower tube C are all equal.

[0050] In the third possible implementation, if the configurable Hall angles of the drive motor include 0°, 60°, 120°, 180°, 240° and 300°, then the sum of the current Hall angle and the first preset angle is determined as the target Hall angle.

[0051] The first preset angle can be either 60° or 120°. When the first preset angle is 60°, referring to Table 1, it can be seen that after adjusting the Hall angle of the drive motor six times, the conduction times of the upper tube A, lower tube A, upper tube B, lower tube B, upper tube C, and lower tube C are all equal. When the first preset angle is 120°, referring to Table 1, it can be seen that after adjusting the Hall angle of the drive motor three times, the conduction times of the upper tube A, lower tube A, upper tube B, lower tube B, upper tube C, and lower tube C are all equal.

[0052] In the fourth possible implementation, if the configurable Hall angles of the drive motor include 30°, 90°, 150°, 210°, 270° and 330°, then the sum of the current Hall angle and the second preset angle is determined as the target Hall angle.

[0053] The second preset angle can be 180°. When the second preset angle is 180°, as can be seen from Table 1, after adjusting the Hall angle of the drive motor twice, the conduction time of the upper tube A, lower tube A, upper tube B, lower tube B, upper tube C, and lower tube C are all equal.

[0054] It can be seen that all four methods of determining the target Hall angle based on the current Hall angle can ensure that the heat generation of each power transistor in the vehicle controller is balanced.

[0055] In one possible implementation, if the current Hall angle changes when the first duration is less than or equal to the first preset threshold, the current Hall angle is reset to the current Hall angle before the change, the first duration is reset, and the step of determining the target Hall angle based on the current Hall angle of the vehicle's drive motor after determining that the first duration of the vehicle is in a parking state is greater than the first preset threshold, as well as subsequent steps, are re-executed.

[0056] For example, if the first preset threshold is 5 seconds, and the vehicle shakes in the 3rd second after it is in the hill-start state, causing the current Hall angle to change (e.g., from 0° to 60°), the controller can readjust the current Hall angle of the vehicle controller from 60° to 0°, reset the first duration (re-timing), and then re-execute steps S101 and S102, as well as other steps provided in the embodiments of this application.

[0057] In S102, the drive motor is controlled to operate at the target Hall angle. The power transistors that are turned on among the power transistors corresponding to different Hall angles are not exactly the same.

[0058] In this embodiment of the application, after determining the target Hall angle, the controller can control the drive motor to work at the target Hall angle, thereby changing the power transistors that are turned on, and ultimately making the heat generation of each power transistor in the vehicle controller more even.

[0059] In one possible implementation, after controlling the drive motor to operate at the target Hall angle, the controller can update the current Hall angle using the target Hall angle, reset the first duration, and re-execute the step of determining the target Hall angle based on the current Hall angle of the vehicle's drive motor after determining that the first duration of the vehicle is in a parking state is greater than a first preset threshold, as well as subsequent steps.

[0060] For example, if the current Hall angle of the first time period is 0°, and the target Hall angle of the second time period is determined to be 60° based on the current Hall angle of the first time period, then the drive motor can be controlled to work at the target Hall angle of 60° at the beginning of the second time period. After the drive motor is controlled to work at the target Hall angle of 60°, the current Hall angle of the second time period is determined to be 60°, and the first duration is reset to 0. Then, steps S101 and S102 and other steps provided in the embodiments of this application are re-executed, so that the controller can change the Hall angle of the drive motor every certain period of time, thereby changing the power transistors that are turned on in several power transistors every certain period of time, so that the conduction time of each power transistor is balanced.

[0061] As can be seen from the above, the vehicle hill-start assist control method provided in this application is applied to a vehicle controller. The controller includes several power transistors. The method includes: after determining that the first duration of the vehicle being in a hill-start assist state is greater than a first preset threshold, determining a target Hall angle based on the current Hall angle of the vehicle's drive motor; the target Hall angle is different from the current Hall angle, and the vehicle remains in a hill-start assist state when the drive motor operates at the target Hall angle; controlling the drive motor to operate at the target Hall angle, wherein the power transistors conducting in the several power transistors corresponding to different Hall angles are not completely identical. This method enables the Hall angle of the drive motor to be changed periodically when the vehicle is in a hill-start assist state. Since the power transistors conducting in the several power transistors corresponding to different Hall angles are not completely identical, it is possible to change the conducting power transistors periodically, thereby balancing the conduction time of each power transistor and solving the technical problem of uneven heating of the power transistors within the vehicle controller.

[0062] In one possible implementation, prior to S101, the controller may also execute steps a to b. Details are as follows: In step a, it is determined whether the vehicle has rolled away.

[0063] Optionally, if the vehicle is a forward-driven vehicle, the controller can detect the number of reverse rotations of the Hall sensor of the drive motor to determine whether the vehicle has rolled away. Specifically, if the controller detects that the number of reverse rotations of the Hall sensor of the drive motor is greater than a fourth preset threshold, the controller can determine that the vehicle has rolled away.

[0064] Optionally, if the vehicle is a reverse-drive vehicle, the controller can detect the number of forward rotations of the Hall sensor of the drive motor to determine whether the vehicle has rolled away. Specifically, if the controller detects that the number of forward rotations of the Hall sensor of the drive motor is greater than a fourth preset threshold, the controller can determine that the vehicle has rolled away.

[0065] In step b, if it is determined that the vehicle is rolling backward, the drive motor is controlled to start driving so that the vehicle stops rolling backward and enters the parking state. After it is determined that the vehicle has entered the parking state, the first duration of the vehicle being in the parking state is determined.

[0066] Optionally, the controller can determine whether the vehicle has entered the parking state in the following way: the controller can determine that the vehicle has entered the parking state when the time during which the current Hall angle of the drive motor has not changed is greater than a fifth preset threshold.

[0067] After step b, the following can be performed: Figure 2 The corresponding steps of the third preset threshold in the embodiment. When the controller executes, as... Figure 2 During each step of the third preset threshold in the corresponding embodiment, the controller may also execute steps c and d. Details are as follows: In step c, if the drive motor is a forward motor, the vehicle is in a forward driving state, and the number of changes in the Hall angle of the drive motor is greater than the third preset threshold, then it is determined that the vehicle has exited the hill-climbing state.

[0068] In step d, if the drive motor is a reverse motor, the vehicle is in reverse drive mode, and the number of changes in the Hall angle of the drive motor is greater than the third preset threshold, then the vehicle is determined to exit the hill-climbing state.

[0069] After confirming that the vehicle has exited the hill-start assist position, the controller can stop executing actions such as... Figure 2 The corresponding steps of the third preset threshold in the embodiment.

[0070] Based on the vehicle hill-start assist method provided in the above embodiments, this application further provides a vehicle hill-start assist device for implementing the above method embodiments. Please refer to... Figure 3 , Figure 3 This is a schematic diagram of a vehicle hill-start assist device provided in an embodiment of this application. Figure 3 As shown, the vehicle's hill-start assist control device 30 may include: a Hall angle determination unit 31 and a control unit 32, wherein: The Hall angle determination unit 31 is used to determine a target Hall angle based on the current Hall angle of the vehicle's drive motor after determining that the first duration of the vehicle being in a parking state is greater than a first preset threshold; the target Hall angle is different from the current Hall angle, and the vehicle is still in a parking state when the drive motor operates at the target Hall angle.

[0071] The control unit 32 is used to control the drive motor to work at the target Hall angle. The power transistors that are turned on among the power transistors corresponding to different Hall angles are not exactly the same.

[0072] Optionally, the Hall angle determination unit 31 is specifically used for: The target Hall angle is determined based on the first order and the current Hall angle; wherein, when the Hall angle of the drive motor is adjusted N times according to the first order, the difference between the conduction times of any two power transistors during the adjustment period is less than the second preset threshold, where N is a preset positive integer.

[0073] Optionally, the Hall angle determination unit 31 is specifically used for: If the Hall angle changes in the forward rotation of the drive motor in the second order, then the target Hall angle is determined based on the second order and the current Hall angle; wherein, the second order includes one or more of the following orders: 180°, 240°, 300°, 0°, 60° and 120° in sequence; 180°, 120°, 60°, 0°, 300° and 240° in sequence; 210°, 270°, 330°, 30°, 90° and 150° in sequence; 210°, 150°, 90°, 30°, 330° and 270° in sequence.

[0074] Optionally, the Hall angle determination unit 31 is specifically used for: If the configurable Hall angles of the drive motor include 0°, 60°, 120°, 180°, 240° and 300°, then the sum of the current Hall angle and the first preset angle is determined as the target Hall angle; If the configurable Hall angles of the drive motor include 30°, 90°, 150°, 210°, 270°, and 330°, then the sum of the current Hall angle and the second preset angle is determined as the target Hall angle.

[0075] Optionally, the control unit 32 is specifically used for: If the current Hall angle changes when the first duration is less than or equal to the first preset threshold, the current Hall angle is reset to the current Hall angle before the change, the first duration is reset, and the step of determining the target Hall angle based on the current Hall angle of the vehicle's drive motor after determining that the first duration of the vehicle is in a parking state is greater than the first preset threshold, as well as subsequent steps, are re-executed.

[0076] Optionally, the control unit 32 is specifically used for: The current Hall angle is updated using the target Hall angle, and the first duration is reset. The steps of determining the target Hall angle based on the current Hall angle of the vehicle's drive motor after determining that the first duration of the vehicle is in a parking state is greater than the first preset threshold, as well as subsequent steps, are re-executed.

[0077] Optionally, the control unit 32 is specifically used for: If the drive motor is a forward motor, the vehicle is in a forward drive state, and the number of changes in the Hall angle of the drive motor is greater than the third preset threshold, then the vehicle is determined to exit the parking state. If the drive motor is a reverse motor, the vehicle is in reverse drive mode, and the number of changes in the Hall angle of the drive motor is greater than the third preset threshold, then the vehicle is determined to exit the hill-climbing state.

[0078] It should be noted that the information interaction and execution process between the above-mentioned units are based on the same concept as the method embodiments of this application. Their specific functions and technical effects can be referred to the method embodiments section, and will not be repeated here.

[0079] Please see Figure 4 , Figure 4 This is a schematic diagram of a controller provided in an embodiment of this application. Figure 4 As shown, the controller 4 provided in this embodiment may include: a processor 40, a memory 41, and a computer program 42 stored in the memory 41 and executable on the processor 40, such as a program corresponding to a vehicle hill-hold control method. When the processor 40 executes the computer program 42, it implements the steps described above in the embodiment of the vehicle hill-hold control method, for example... Figure 2 S101~S102 are shown. Alternatively, when the processor 40 executes the computer program 42, it implements the functions of each module / unit in the above-described vehicle parking control device embodiment, for example... Figure 3 The functions of units 31-32 shown.

[0080] For example, the computer program 42 can be divided into one or more modules / units, one or more of which are stored in the memory 41 and executed by the processor 40 to complete this application. The one or more modules / units can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program 42 in the controller 4. For example, the computer program 42 can be divided into a Hall angle determination unit 31 and a control unit 32; the specific functions of each unit are described in [reference needed]. Figure 3 The relevant descriptions in the corresponding embodiments are not repeated here.

[0081] Those skilled in the art will understand that Figure 4 This is merely an example of controller 4 and does not constitute a limitation on controller 4. It may include more or fewer components than shown, or combine certain components, or use different components.

[0082] The processor 40 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor.

[0083] The memory 41 can be an internal storage unit of the controller 4, such as the hard disk or RAM of the controller 4. The memory 41 can also be an external storage device of the controller 4, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, or flash card equipped on the controller 4. Furthermore, the memory 41 can include both internal storage units and external storage devices of the controller 4. The memory 41 is used to store computer programs and other programs and data required by the controller. The memory 41 can also be used to temporarily store data that has been output or will be output.

[0084] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units is merely an example. In practical applications, the above functions can be assigned to different functional units as needed, that is, the internal structure of the vehicle's hill-start assist device can be divided into different functional units to complete all or part of the functions described above. The functional units in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0085] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, can implement the steps in the various method embodiments described above.

[0086] This application provides a computer program product that, when run on a terminal device, enables the terminal device to implement the steps described in the various method embodiments above.

[0087] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, refer to the relevant descriptions of other embodiments.

[0088] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0089] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for controlling the parking slope of a vehicle, characterized in that, A controller applied to a vehicle, the controller including a plurality of power transistors, the method comprising: After determining that the first duration of the vehicle being in a parking state is greater than a first preset threshold, a target Hall angle is determined based on the current Hall angle of the vehicle's drive motor; the target Hall angle is different from the current Hall angle, and the vehicle remains in a parking state when the drive motor operates at the target Hall angle. The drive motor is controlled to operate at the target Hall angle, and the power transistors that are turned on among the power transistors corresponding to different Hall angles are not exactly the same.

2. The method according to claim 1, characterized in that, Determining the target Hall angle based on the current Hall angle of the vehicle's drive motor includes: The target Hall angle is determined according to the first order and the current Hall angle; wherein, when the Hall angle of the drive motor is adjusted N times according to the first order, the difference between the conduction times of any two power transistors during the adjustment period is less than a second preset threshold, where N is a preset positive integer.

3. The method according to claim 1, characterized in that, Determining the target Hall angle based on the current Hall angle of the vehicle's drive motor includes: If the Hall angle changes in the forward rotation of the drive motor in the second order, then the target Hall angle is determined according to the second order and the current Hall angle; wherein, the second order includes one or more of the following orders: 180°, 240°, 300°, 0°, 60° and 120° arranged in sequence; 180°, 120°, 60°, 0°, 300° and 240° arranged in sequence; 210°, 270°, 330°, 30°, 90° and 150° arranged in sequence; 210°, 150°, 90°, 30°, 330° and 270° arranged in sequence.

4. The method according to claim 1, characterized in that, Determining the target Hall angle based on the current Hall angle of the vehicle's drive motor includes: If the configurable Hall angles of the drive motor include 0°, 60°, 120°, 180°, 240° and 300°, then the sum of the current Hall angle and the first preset angle is determined as the target Hall angle; If the configurable Hall angles of the drive motor include 30°, 90°, 150°, 210°, 270°, and 330°, then the sum of the current Hall angle and the second preset angle is determined as the target Hall angle.

5. The method according to any one of claims 1 to 4, characterized in that, Also includes: If the current Hall angle changes while the first duration is less than or equal to the first preset threshold, the current Hall angle is reset to the current Hall angle before the change, the first duration is reset, and the step of determining the target Hall angle based on the current Hall angle of the vehicle's drive motor after determining that the first duration of the vehicle is in a parking state is greater than the first preset threshold, as well as subsequent steps, are re-executed.

6. The method according to any one of claims 1 to 4, characterized in that, After controlling the drive motor to operate at the target Hall angle, the method further includes: The current Hall angle is updated using the target Hall angle, the first duration is reset, and the steps of determining the target Hall angle based on the current Hall angle of the vehicle's drive motor after determining that the first duration of the vehicle's parking state is greater than the first preset threshold, as well as subsequent steps, are re-executed.

7. The method according to any one of claims 1 to 4, characterized in that, The method further includes: If the drive motor is a forward motor, the vehicle is in a forward drive state, and the number of changes in the Hall angle of the drive motor is greater than a third preset threshold, then it is determined that the vehicle has exited the hill-climbing state. If the drive motor is a reverse motor, the vehicle is in reverse drive mode, and the number of changes in the Hall angle of the drive motor is greater than the third preset threshold, then it is determined that the vehicle has exited the hill-climbing state.

8. A vehicle hill-start assist device, characterized in that, A controller for use in vehicles, the controller including a plurality of power transistors, the device comprising: The Hall angle determination unit is used to determine a target Hall angle based on the current Hall angle of the vehicle's drive motor after determining that the first duration of the vehicle being in a parking state is greater than a first preset threshold; the target Hall angle is different from the current Hall angle, and the vehicle is still in a parking state when the drive motor operates at the target Hall angle. The control unit is used to control the drive motor to operate at the target Hall angle, wherein the power transistors that are turned on among the power transistors corresponding to different Hall angles are not exactly the same.

9. A controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements each step of the parking slope control method for a vehicle as described in any one of claims 1 to 7.

10. A computer program product, characterized in that, When the computer program product is executed by a processor, it implements the steps of the hill-start assist method for a vehicle as described in any one of claims 1 to 7.

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