A vehicle hill hold control method and system

Abstract

This invention relates to the field of vehicle parking slope control technology, and discloses a vehicle parking slope control method and system. The method includes the following steps: when the vehicle enters the parking slope control mode, the absolute position of the motor is recorded and used as the position command value of the position controller, denoted as ; the position controller outputs a target current vector angle based on the position command value and the real-time angle of the motor; the speed controller outputs a target current vector amplitude based on the speed command value and the real-time angular velocity of the motor; wherein, the speed command value is 0; the d-axis current command value and the q-axis current command value are calculated; and vector control is performed on the motor. This invention solves the problems of difficulty in safely and quickly performing parking slope control in the prior art.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle hill hold control, in particular to a vehicle hill hold control method and system. BACKGROUND

[0002] The direct current voltage injection method is commonly used in the electric two-wheeled vehicle industry for hill hold, but this method cannot automatically adjust the current size and cannot control the heat generation to be minimum while maintaining hill hold. Due to different specifications of the motor, the default voltage level used will generate different sizes of current, and too small current cannot maintain the vehicle to stay, and too large current will damage the motor and the controller.

[0003] The existing hill hold technology with good effect is mostly applied in the field of electric vehicles, using a three-stage series control structure of position-speed-current loop or a two-stage series structure of position-current loop, the vehicle is installed with a gyroscope and other sensors, the controller knows the load and the body pitch angle, so as to calculate the accurate feedforward set torque output, i.e. the accurate torque required for the current vehicle hill hold. However, the electric two-wheeled vehicle does not have gyroscope and other data, so the body posture and weight data cannot be obtained. Without the accurate feedforward torque, the traditional series control structure cannot achieve the effect of fast convergence and stable and no vibration at the same time, so this kind of technology cannot be applied. If the traditional series structure is adopted, the feedforward amount can only be added to the q-axis command value, and since there is no slope information, it cannot be known whether it is uphill or downhill, which will result in consistent feedforward torque and consistent slope direction, leading to acceleration and slope sliding and causing great safety hazards. SUMMARY

[0004] In order to overcome the shortcomings of the prior art, the present application provides a vehicle hill hold control method and system, which solves the problem of difficult safe and fast hill hold control in the prior art.

[0005] The technical solution of the present application to solve the above technical problems is as follows:

[0006] A vehicle hill hold control method, comprising the following steps:

[0007] When the vehicle enters the hill hold control mode, the absolute position of the motor is recorded as the position command value of the position controller, denoted as ;

[0008] The position controller outputs the target current vector angle according to the position command value and the real-time angle of the motor ; wherein i represents the current;

[0009] The speed controller outputs the target current vector amplitude according to the speed command value and the real-time angular velocity of the motor ; wherein the speed command value is 0;

[0010] According to the target current vector angle And the target current vector amplitude Calculate the d-axis current instruction value And q-axis current instruction value ;

[0011] According to the d-axis current instruction value And q-axis current instruction value Vector control of the motor.

[0012] The beneficial effects of the present application are:

[0013] The present application does not need sensors such as gyroscopes to obtain real-time attitude angle; the present application is different from forcibly injecting direct current voltage or direct current, and adaptively adjusts the amplitude and angle of the current vector of the motor, so that the minimum current can be used when parking on different ramp angles, thereby controlling the minimum heat generation and protecting the controller and the motor to the maximum extent; the present application is different from the traditional series control structure, and the present application innovatively proposes a parallel structure of position loop and speed loop, i.e., the position controller and the speed controller jointly control the current vector; thanks to the parallel structure, the feedforward current amplitude After adding the speed controller, the parking convergence time can be further accelerated, and because the feedforward quantity acts on the target current vector amplitude , if the ramp angle is small, the current vector angle output by the position controller is small, and most of this part of the feedforward current acts on the d-axis, which does not generate torque and thus does not oscillate and diverge, if the ramp angle is large, the current vector angle output by the position controller is large, and this part of the feedforward current acts on the q-axis, which generates torque and thus hinders the vehicle from sliding on the slope; at the same time, the present application does not need to consider the slope direction, i.e., the parking on the uphill and downhill can be used; therefore, the present application can control the output effect to be smooth without jitter while obtaining fast response and convergence.

[0014] On the basis of the above technical solution, the present application can also be improved as follows.

[0015] As a preferred technical solution, the position controller adopts a proportional regulator, and the calculation formula of the target current vector angle is as follows:

[0016] ;

[0017] Wherein, Kp represents the proportional gain coefficient of the position controller, represents the real-time angle of the motor, represents the position instruction value.

[0018] The beneficial effects of adopting the above preferred technical solution are:

[0019] It is convenient to adopt proportional regulator to carry out position control.

[0020] As a preferred technical scheme, the position controller adopts proportional differential regulator, target current vector angle The calculation formula is:

[0021] ;

[0022] Among them, Kp represents the proportional gain coefficient of the position controller, Kd represents the differential gain coefficient of the position controller, ω represents the real-time angle of the motor, I represents the position instruction value, and t represents time.

[0023] The beneficial effects of the above preferred technical scheme are:

[0024] It is convenient to adopt proportional differential regulator to carry out position control.

[0025] As a preferred technical scheme, the speed controller adopts proportional integral regulator, target current vector amplitude The calculation formula is:

[0026] ;

[0027] Among them, Kp represents the proportional gain coefficient of the speed controller, Ki represents the integral gain coefficient of the speed controller, ω represents the real-time angular velocity of the motor, and t represents time.

[0028] The beneficial effects of the above preferred technical scheme are:

[0029] It is convenient to adopt proportional integral regulator to carry out speed control.

[0030] As a preferred technical scheme, the speed controller adopts proportional integral differential regulator, target current vector amplitude The calculation formula is:

[0031] ;

[0032] Among them, Kp represents the proportional gain coefficient of the speed controller, Ki represents the integral gain coefficient of the speed controller, Kd represents the differential gain coefficient of the speed controller, ω represents the real-time angular velocity of the motor, and t represents time.

[0033] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0034] It facilitates speed control using a proportional-integral-derivative (PID) controller.

[0035] As a preferred technical solution, the speed controller adopts an active disturbance rejection controller, with a target current vector amplitude. The calculation formula is:

[0036] ;

[0037] in, This represents the proportional gain coefficient of the speed controller. This represents the integral gain coefficient of the speed controller. This indicates the real-time angular velocity of the motor. t represents the magnitude of the feedforward current, and t represents time.

[0038] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0039] It facilitates speed control using an active disturbance rejection controller.

[0040] As a preferred technical solution, the d-axis current command value and q-axis current command value The calculation formula is:

[0041] ,

[0042] .

[0043] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0044] Implement d-axis current command value and q-axis current command value The calculation.

[0045] As a preferred technical solution, the following steps are also included:

[0046] Determine whether to exit the slope control mode:

[0047] If so, then end the process;

[0048] If not, then jump back to the position controller based on the position command value. and motor real-time angle Output target current vector angle The next step is to proceed to the next iteration.

[0049] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0050] It facilitates cyclical slope control.

[0051] As a preferred technical solution, the vehicle is an electric two-wheeled vehicle.

[0052] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0053] It is easy to apply to electric two-wheeled vehicle scenarios.

[0054] Based on the above technical solutions, the present invention also provides a vehicle parking slope control system.

[0055] A vehicle parking slope control system includes a memory, a processor, and a computer program stored in the memory. When the processor executes the computer program, it implements the steps of the vehicle parking slope control method.

[0056] Compared with the prior art, the present invention has the following advantages:

[0057] (1) This invention does not require sensors such as gyroscopes to obtain real-time attitude angles;

[0058] (2) Unlike forced injection of DC voltage or DC current, this invention adaptively adjusts the amplitude and angle of the motor current vector so that the minimum current can be used when parking on different slope angles, thereby controlling the heat generation to the minimum and protecting the controller and motor to the greatest extent.

[0059] (3) Unlike the traditional series control structure, this invention innovatively proposes a parallel structure of position loop and speed loop, that is, the position controller and speed controller jointly control the current vector; thanks to the parallel structure, the amplitude of the feedforward current is increased. Adding a speed controller can further accelerate the slope convergence time, while also improving the target current vector amplitude due to the feedforward effect. If the ramp angle is small, the current vector angle output by the position controller will be smaller. The current is relatively small; most of this feedforward current acts on the d-axis and will not generate torque, thus preventing oscillation and divergence. If the ramp angle is large, the current vector angle output by the position controller will be smaller. The current is relatively large, and this part of the feedforward current acts on the q-axis, generating torque to prevent the vehicle from rolling backward. At the same time, the present invention does not need to consider the direction of the slope, that is, it can be used for both uphill and downhill parking. Therefore, the present invention can control the output effect to be smooth and jitter-free while obtaining fast response and convergence. Attached Figure Description

[0060] Figure 1 This is a flowchart of a vehicle parking slope control method according to the present invention;

[0061] Figure 2 This is a schematic diagram of the signal transmission for vehicle hill-start assist control according to the present invention;

[0062] Figure 3 This is one of the waveform diagrams showing the experimental results of the vehicle parking slope control of the present invention;

[0063] Figure 4 The second waveform diagram shows the experimental results of the vehicle hill-start assist control of this invention.

[0064] Figure 5 The third waveform diagram shows the experimental results of the vehicle hill-start assist control of this invention.

[0065] Figure 6 The fourth waveform diagram shows the experimental results of the vehicle hill-start assist control of this invention. Detailed Implementation

[0066] The present invention will be further described in detail below with reference to the embodiments and accompanying drawings, but the embodiments of the present invention are not limited thereto.

[0067] The principles and features of the present invention are described below. The embodiments given are only for explaining the present invention and are not intended to limit the scope of the present invention.

[0068] Example 1

[0069] like Figures 1 to 6 As shown, a vehicle parking slope control method includes the following steps:

[0070] When the vehicle enters the hill-start assist mode, the absolute position of the motor is recorded and used as the position command value for the position controller, denoted as... ;

[0071] The position controller is based on the position command value and motor real-time angle Output target current vector angle Where i represents current;

[0072] The speed controller uses the speed command value and the real-time angular velocity of the motor. Output target current vector magnitude The speed command value is 0.

[0073] Based on the target current vector angle and target current vector magnitude Calculate the d-axis current command value and q-axis current command value ;

[0074] Based on the d-axis current command value and q-axis current command value Vector control of the motor.

[0075] The beneficial effects of this invention are:

[0076] This invention eliminates the need for sensors such as gyroscopes to obtain real-time attitude angles. Unlike forced injection of DC voltage or current, this invention adaptively adjusts the amplitude and angle of the motor's current vector, ensuring minimum current is used when parking on slopes at different angles, thereby minimizing heat generation and maximizing the protection of the controller and motor. Unlike traditional series control structures, this invention innovatively proposes a parallel structure for the position and speed loops, where the position controller and speed controller jointly control the current vector. Thanks to this parallel structure, the feedforward current amplitude is... Adding a speed controller can further accelerate the slope convergence time, while also improving the target current vector amplitude due to the feedforward effect. If the ramp angle is small, the current vector angle output by the position controller will be smaller. The current is relatively small; most of this feedforward current acts on the d-axis and will not generate torque, thus preventing oscillation and divergence. If the ramp angle is large, the current vector angle output by the position controller will be smaller. The current is relatively large, and this part of the feedforward current acts on the q-axis, generating torque to prevent the vehicle from rolling backward. At the same time, the present invention does not need to consider the direction of the slope, that is, it can be used for both uphill and downhill parking. Therefore, the present invention can control the output effect to be smooth and jitter-free while obtaining fast response and convergence.

[0077] Based on the above technical solution, the present invention can be further improved as follows.

[0078] As a preferred technical solution, the position controller employs a proportional regulator, with the target current vector angle... The calculation formula is:

[0079] ;

[0080] in, This represents the proportional gain coefficient of the position controller. Indicates the real-time angle of the motor. Indicates the position command value.

[0081] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0082] It facilitates position control using a proportional controller.

[0083] As a preferred technical solution, the position controller employs a proportional-derivative controller, with the target current vector angle... The calculation formula is:

[0084] ;

[0085] in, This represents the proportional gain coefficient of the position controller. This represents the differential gain coefficient of the position controller. Indicates the real-time angle of the motor. This represents the position command value, and t represents the time.

[0086] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0087] It facilitates position control using a proportional-derivative controller.

[0088] As a preferred technical solution, the speed controller employs a proportional-integral regulator, with a target current vector amplitude. The calculation formula is:

[0089] ;

[0090] in, This represents the proportional gain coefficient of the speed controller. This represents the integral gain coefficient of the speed controller. t represents the real-time angular velocity of the motor, and t represents time.

[0091] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0092] It facilitates speed control using a proportional-integral controller.

[0093] As a preferred technical solution, the speed controller employs a proportional-integral-derivative (PID) regulator, with the target current vector amplitude... The calculation formula is:

[0094] ;

[0095] in, This represents the proportional gain coefficient of the speed controller. This represents the integral gain coefficient of the speed controller. This represents the differential gain coefficient of the speed controller. t represents the real-time angular velocity of the motor, and t represents time.

[0096] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0097] It facilitates speed control using a proportional-integral-derivative (PID) controller.

[0098] As a preferred technical solution, the speed controller adopts an active disturbance rejection controller, with a target current vector amplitude. The calculation formula is:

[0099] ;

[0100] in, This represents the proportional gain coefficient of the speed controller. This represents the integral gain coefficient of the speed controller. This indicates the real-time angular velocity of the motor. t represents the magnitude of the feedforward current, and t represents time.

[0101] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0102] It facilitates speed control using an active disturbance rejection controller.

[0103] As a preferred technical solution, the d-axis current command value and q-axis current command value The calculation formula is:

[0104] ,

[0105] .

[0106] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0107] Implement d-axis current command value and q-axis current command value The calculation.

[0108] As a preferred technical solution, the following steps are also included:

[0109] Determine whether to exit the slope control mode:

[0110] If so, then end the process;

[0111] If not, then jump back to the position controller based on the position command value. and motor real-time angle Output target current vector angle The next step is to proceed to the next iteration.

[0112] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0113] It facilitates cyclical slope control.

[0114] As a preferred technical solution, the vehicle is an electric two-wheeled vehicle.

[0115] The beneficial effects of adopting the above-mentioned preferred technical solution are:

[0116] It is easy to apply to electric two-wheeled vehicle scenarios.

[0117] Based on the above technical solutions, the present invention also provides a vehicle parking slope control system.

[0118] A vehicle parking slope control system includes a memory, a processor, and a computer program stored in the memory. When the processor executes the computer program, it implements the steps of the vehicle parking slope control method.

[0119] Example 2

[0120] like Figures 1 to 6 As shown, based on Example 1, this example provides a more detailed implementation method.

[0121] The technical implementation steps of this invention are as follows:

[0122] 1. Determine whether to enter the hill-hold control mode based on the conditions for activating the hill-hold function. It is worth noting that different brands of vehicles have their own conditions for activating the hill-hold function. For example, if the speed is zero, press and hold the brake for three seconds or more, or press the cruise control button, the hill-hold function will be activated (i.e., enter the hill-hold control mode).

[0123] 2. If the hill-start assist mode is not entered, the motor will output torque normally under the control of the throttle lever; if the hill-start assist mode is entered, the hill-start assist algorithm will be executed.

[0124] 3. Record the absolute position of the motor when it enters the slope control mode. , used as the position command value for the position controller;

[0125] 4. Position controller operation: based on position command values. and motor real-time angle Output target current vector angle Where i represents the current; preferably, the angle of the output target current vector is... It needs to be limited to the range of [-90°, 90°] to ensure that the control is linear;

[0126] 5. Speed ​​controller operation: Based on the speed command value (which is 0 and a fixed value) and the real-time angular velocity of the motor. Output target current vector magnitude ;

[0127] The speed controller controls the angular velocity of the motor, while the position controller controls the position (i.e., angle) of the motor.

[0128] The speed command value is the input to the speed controller, and the position command value is the input to the position controller. They correspond to different physical meanings, and the two do not interfere with each other and cannot be interchanged.

[0129] Location when entering slope control mode Use 0 as the position command value for the position controller and 0 as the speed command value for the speed controller; this ensures that the motor angle and angular velocity are physically maintained at the instant of entering the parking slope control mode.

[0130] 6. Current command value calculation: based on the target current vector angle and target current vector magnitude Calculate the d-axis current command value and q-axis current command value ;

[0131] 7. Based on the d-axis current command value and q-axis current command value Perform conventional vector control on the motor;

[0132] like Figure 2 As shown, vector control is a control method that transforms an AC motor into a DC motor-like control method. It converts three-phase current into two-phase DC current (d-axis current command value) through coordinate transformation. and q-axis current command value Then, the d-axis current command value is controlled by the current controllers (d-axis current controller and q-axis current controller). and q-axis current command value Perform control and output d-axis voltage command value. and q-axis voltage command value Then, adjust the d-axis voltage command value. and q-axis voltage command value After performing coordinate transformation calculations, the three-phase AC voltage command value is obtained. Then, the inverter duty cycle is generated through PWM technology to control the motor. Figure 2 middle, This represents the d-axis current of the motor; This represents the q-axis current of the motor; This represents the three-phase current of the motor, which is obtained by sampling from a current sensor. Used as a feedback variable for vector control; this part is common knowledge in the field of motor control, so the more specific working principle and process will not be elaborated here.

[0133] 8. Determine whether to exit the parking slope control mode (e.g., when the throttle target current is greater than the parking slope current): If exiting, end the process; if not exiting the parking slope control mode, return to step 4 for the next cycle.

[0134] The core content of this invention is steps 4 to 6, which will be described in detail below:

[0135] Position controller:

[0136] Various adaptive control structures can be used, such as proportional controllers (P) and proportional-derivative controllers (PD).

[0137] The position controller uses a proportional regulator, and the target current vector angle is... The calculation formula is:

[0138] ;

[0139] in, This represents the proportional gain coefficient of the position controller. Indicates the real-time angle of the motor. Indicates the position command value. This represents the target current vector angle, used for calculating the current command value for vector control.

[0140] The position controller uses a proportional-derivative regulator, and the target current vector angle is... The calculation formula is:

[0141] ;

[0142] in, This represents the proportional gain coefficient of the position controller. This represents the differential gain coefficient of the position controller. Indicates the real-time angle of the motor. This represents the position command value, and t represents the time.

[0143] Speed ​​controller:

[0144] Various adaptive control structures can be used, such as proportional-integral (PI) controllers, proportional-integral-derivative (PID) controllers, proportional-integral feedforward controllers, and active disturbance rejection controllers.

[0145] The speed controller uses a proportional-integral regulator, and the target current vector amplitude is... The calculation formula is:

[0146] ;

[0147] in, This represents the proportional gain coefficient of the speed controller. This represents the integral gain coefficient of the speed controller. This represents the real-time angular velocity of the motor, where t represents time. 0 indicates that the speed command value is 0, and the same applies below. This represents the target current vector magnitude, used for calculating the current command value for vector control.

[0148] The speed controller uses a proportional-integral-derivative (PID) regulator, and the target current vector amplitude is... The calculation formula is:

[0149] ;

[0150] in, This represents the proportional gain coefficient of the speed controller. This represents the integral gain coefficient of the speed controller. This represents the differential gain coefficient of the speed controller. t represents the real-time angular velocity of the motor, and t represents time.

[0151] The speed controller uses a proportional-integral feedforward regulator, with a target current vector amplitude. The calculation formula is:

[0152] ;

[0153] in, This represents the proportional gain coefficient of the speed controller. This represents the integral gain coefficient of the speed controller. This indicates the real-time angular velocity of the motor. Indicates the magnitude of the feedforward current. It can be configured to any desired value to speed up the slope adjustment time, where t represents time.

[0154] Current command value calculation:

[0155] The current command value for motor vector control is calculated using the following formula:

[0156] ,

[0157] ;

[0158] in, This represents the d-axis current command value for vector control. This represents the q-axis current command value for vector control.

[0159] Figure 3 The target current vector magnitude of the speed controller output is shown. ;

[0160] Figure 4 This demonstrates the target current vector angle output by the position controller. ;

[0161] Figure 5 This demonstrates the d-axis current command value calculated from the current command. and q-axis current command value ;

[0162] Figure 6 The final motor electrical position increment and angular velocity at the bottom of the slope are shown.

[0163] The present invention has the following advantages:

[0164] (1) This invention does not require sensors such as gyroscopes to obtain real-time attitude angles;

[0165] (2) Unlike forced injection of DC voltage or DC current, this invention adaptively adjusts the amplitude and angle of the motor current vector so that the minimum current can be used when parking on different slope angles, thereby controlling the heat generation to the minimum and protecting the controller and motor to the greatest extent.

[0166] (3) Unlike the traditional series control structure, this invention innovatively proposes a parallel structure of position loop and speed loop, that is, the position controller and speed controller jointly control the current vector; thanks to the parallel structure, the amplitude of the feedforward current is increased. Adding a speed controller can further accelerate the slope convergence time, while also improving the target current vector amplitude due to the feedforward effect. If the ramp angle is small, the current vector angle output by the position controller will be smaller. The current is relatively small; most of this feedforward current acts on the d-axis and will not generate torque, thus preventing oscillation and divergence. If the ramp angle is large, the current vector angle output by the position controller will be smaller. The current is relatively large, and this part of the feedforward current acts on the q-axis, generating torque to prevent the vehicle from rolling backward. At the same time, the present invention does not need to consider the direction of the slope, that is, it can be used for both uphill and downhill parking. Therefore, the present invention can control the output effect to be smooth and jitter-free while obtaining fast response and convergence.

[0167] As described above, the present invention can be implemented well.

[0168] In the description of this invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0169] In the description of this invention, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0170] In the description of this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0171] In the description of this invention, although embodiments of the invention have been shown and described herein, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this invention.

[0172] In the description of this invention, all features disclosed in all embodiments of this specification, or steps in all methods or processes implied in the disclosure, may be combined and / or extended or replaced in any way, except for mutually exclusive features and / or steps.

[0173] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Based on the technical essence of the present invention, any simple modifications, equivalent substitutions, and improvements made to the above embodiments within the spirit and principles of the present invention shall still fall within the protection scope of the present invention.

Claims

1. A method for controlling vehicle parking on slopes, characterized in that, Includes the following steps: When the vehicle enters the hill-start assist mode, the absolute position of the motor is recorded and used as the position command value for the position controller, denoted as... ; The position controller is based on the position command value and motor real-time angle Output target current vector angle Where i represents current; The speed controller uses the speed command value and the real-time angular velocity of the motor. Output target current vector magnitude The speed command value is 0. Based on the target current vector angle and target current vector magnitude Calculate the d-axis current command value and q-axis current command value ; Based on the d-axis current command value and q-axis current command value Vector control of the motor.

2. The vehicle hill-start assist method according to claim 1, characterized in that, The position controller uses a proportional regulator, and the target current vector angle is... The calculation formula is: ； in, This represents the proportional gain coefficient of the position controller. Indicates the real-time angle of the motor. Indicates the position command value.

3. The vehicle hill-start assist method according to claim 1, characterized in that, The position controller uses a proportional-derivative regulator, and the target current vector angle is... The calculation formula is: ； in, This represents the proportional gain coefficient of the position controller. This represents the differential gain coefficient of the position controller. Indicates the real-time angle of the motor. This represents the position command value, and t represents the time.

4. The vehicle hill-start assist method according to claim 1, characterized in that, The speed controller uses a proportional-integral regulator, and the target current vector amplitude is... The calculation formula is: ； in, This represents the proportional gain coefficient of the speed controller. This represents the integral gain coefficient of the speed controller. t represents the real-time angular velocity of the motor, and t represents time.

5. The vehicle hill-start assist method according to claim 1, characterized in that, The speed controller uses a proportional-integral-derivative (PID) regulator, and the target current vector amplitude is... The calculation formula is: ； in, This represents the proportional gain coefficient of the speed controller. This represents the integral gain coefficient of the speed controller. This represents the differential gain coefficient of the speed controller. t represents the real-time angular velocity of the motor, and t represents time.

6. The vehicle hill-start assist method according to claim 1, characterized in that, The speed controller employs an active disturbance rejection controller, with a target current vector amplitude. The calculation formula is: ； in, This represents the proportional gain coefficient of the speed controller. This represents the integral gain coefficient of the speed controller. This indicates the real-time angular velocity of the motor. t represents the magnitude of the feedforward current, and t represents time.

7. The vehicle hill-start assist method according to claim 1, characterized in that, d-axis current command value and q-axis current command value The calculation formula is: ， 。 8. A vehicle hill-start assist method according to claim 1, characterized in that, It also includes the following steps: Determine whether to exit the slope control mode: If so, then end the process; If not, then jump back to the position controller based on the position command value. and motor real-time angle Output target current vector angle The next step is to proceed to the next iteration.

9. A vehicle hill-start control method according to any one of claims 1 to 8, characterized in that, The vehicle is an electric two-wheeler.

10. A vehicle parking slope control system, characterized in that, The system includes a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of a vehicle hill-start control method according to any one of claims 1 to 9.

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