Vehicle slope parking control method and device

Abstract

The invention provides a vehicle hill-holding control method and device, and the method comprises the steps: obtaining vehicle parameters, driving data and a current slope value, and obtaining a hill-holding control torque based on the vehicle parameters, the driving data and the current slope value; based on the driving data and the current slope value, whether a slope parking function is activated or not is judged; if the judgment result is that the hill-holding function is activated, the hill-holding control torque is distributed according to the vehicle state; when the vehicle is in a static state, the hill-holding control torque is jointly distributed by a motor driving torque and a braking torque, and the distribution proportion is determined based on the current gradient value, so that the phenomenon that the vehicle slips when parking at a large gradient is prevented.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a method and device for controlling vehicle parking on slopes. Background Technology

[0002] With the increasing popularity of electric vehicles, their handling and safety under different operating conditions are receiving more and more attention. Among them, how to effectively prevent the vehicle from rolling back when driving on steep slopes (such as underground parking garage ramps, mountain roads, etc.) is a key technical issue.

[0003] When an electric vehicle is in drive (D) on a steep incline, if the driver releases the accelerator or brake pedal too lightly, the vehicle's own drive torque or the braking force generated by the braking system may not be sufficient to overcome the component of gravity along the slope, causing the vehicle to roll backward. This sudden rollback, especially in situations where a vehicle is following closely behind or in complex scenarios such as off-road climbing or rocky terrain, poses a significant risk of collision or loss of control. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art, and proposes a vehicle parking slope control method and device.

[0005] In a first aspect, embodiments of the present invention provide a vehicle hill-start control method, comprising:

[0006] The vehicle parameters, driving data, and current slope value are obtained, and the hill-holding control torque is obtained based on the vehicle parameters, driving data, and current slope value.

[0007] Determine whether to activate the hill-holding function based on the driving data and the current slope value;

[0008] If the determination result is to activate the parking function, the parking control torque is allocated according to the vehicle status; wherein when the vehicle is stationary, the parking control torque is jointly allocated by the motor drive torque and the braking torque, and the allocation ratio is determined based on the current slope value.

[0009] Optionally, the step of obtaining the hill-holding control torque based on the vehicle parameters, the driving data, and the current gradient value includes:

[0010] When the vehicle is parked, the initial open-loop parking torque is obtained based on the vehicle parameters, the driving data, and the current slope value, and the initial open-loop parking torque is the parking control torque.

[0011] Optionally, the step of obtaining the hill-holding control torque based on the vehicle parameters, the driving data, and the current gradient value includes:

[0012] When the vehicle rolls down a slope, the initial open-loop parking torque is obtained based on the vehicle parameters, the driving data, and the current slope value.

[0013] The closed-loop hill-climb correction torque is obtained by proportional-integral control based on the difference between the actual vehicle speed and the target vehicle speed.

[0014] The slope control torque is obtained based on the open-loop initial slope control torque and the closed-loop slope control correction torque.

[0015] Optionally, determining whether to activate the hill-holding function based on the driving data and the current slope value includes:

[0016] Based on the vehicle parameters, determine whether the vehicle is currently in forward gear;

[0017] If the vehicle is in drive, determine whether the current slope value is greater than the preset slope limit.

[0018] If the current slope value is greater than the preset slope limit, then based on the driving data, it is determined whether the current driver's throttle torque is less than the parking control torque;

[0019] If the current driver's throttle torque is less than the hill-hold control torque, then the hill-hold function is activated.

[0020] Optionally, the step of allocating the hill-holding control torque according to the vehicle status includes: when the vehicle is not stationary, the hill-holding control torque is entirely achieved by the motor drive torque.

[0021] Optionally, the step of allocating the hill-climb control torque according to the vehicle state includes: when the vehicle is stationary, if the maximum driving capacity of the motor cannot meet the set allocated torque, the excess torque is transferred to the braking system; or, if the maximum driving capacity of the braking system cannot meet the set allocated torque, the excess torque is transferred to the motor.

[0022] Optionally, after distributing the hill-holding control torque according to the vehicle status, the method further includes:

[0023] When the driver depresses the brake pedal, causing the actual braking torque to exceed the allocated braking torque, the motor drive torque request is reduced.

[0024] When the driver presses the brake pedal to activate the AutoHold function and the actual braking torque is greater than the hill-hold control torque, the motor drive torque is unloaded to 0, and the hill-hold function does not exit.

[0025] When the driver presses the accelerator, causing the actual torque of the motor to be greater than the allocated motor drive torque but less than the hill-hold control torque, the braking torque request is reduced.

[0026] When the driver presses the accelerator, causing the actual torque of the motor to exceed the hill-hold control torque, the hill-hold function is deactivated.

[0027] Secondly, embodiments of the present invention provide a vehicle hill-start control device, comprising:

[0028] The data acquisition unit is used to acquire vehicle parameters, driving data, and the current gradient value.

[0029] The data processing unit is used to obtain the hill-holding control torque based on the vehicle parameters, the driving data, and the current gradient value;

[0030] The judgment unit is used to determine whether to activate the hill-holding function based on the driving data and the current slope value;

[0031] A torque distribution unit is used to distribute the parking control torque according to the vehicle status if the judgment result is that the parking function is activated; wherein when the vehicle is stationary, the parking control torque is jointly distributed by the motor drive torque and the braking torque, and the distribution ratio is determined based on the current slope value.

[0032] Thirdly, the present invention provides an electronic device including a processor and a memory, the memory storing computer-readable instructions that, when executed by the processor, perform the steps of the method provided in the first aspect above.

[0033] Fourthly, the present invention provides a storage medium having a computer program stored thereon, which, when executed by a processor, performs the steps of the method provided in the first aspect above.

[0034] Fifthly, the present invention provides a computer program product comprising a computer program that, when executed by a processor, performs the steps of the method provided in the first aspect above.

[0035] As can be seen from the above technical solutions, the present invention has the following advantages:

[0036] The vehicle hill-holding control method provided by this invention acquires vehicle parameters, driving data, and the current slope value, and calculates the hill-holding control torque based on these parameters, data, and slope value. It then determines whether to activate the hill-holding function based on the driving data and slope value. If the function is activated, the hill-holding control torque is allocated according to the vehicle's state. When the vehicle is stationary, the hill-holding control torque is jointly allocated by the motor drive torque and braking torque, with the allocation ratio determined based on the current slope value. Through a collaborative architecture between the drive and braking systems, combined with open-loop and closed-loop torque calculations, the required hill-holding torque can be provided quickly and accurately, fundamentally eliminating slippage under steep slope conditions. Furthermore, it proposes that when the vehicle is stationary, the drive and braking systems share the hill-holding torque proportionally. This avoids the problem of rapid temperature rise and performance degradation caused by a single system (whether motor or braking system) bearing the full load for an extended period, significantly improving the system's durability and reliability. Attached Figure Description

[0037] Figure 1 This is a flowchart illustrating a vehicle parking slope control method according to a first embodiment of the present invention;

[0038] Figure 2 This is a general interaction block diagram of a vehicle according to the present invention;

[0039] Figure 3 This is a flowchart illustrating a second embodiment of the vehicle parking slope control method of the present invention;

[0040] Figure 4 This is a structural block diagram of an embodiment of the vehicle parking slope control device of the present invention;

[0041] Figure 5 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0042] To enable those skilled in the art to better understand the technical solutions of the present invention, exemplary embodiments of the present invention are described below in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0043] Where there is no conflict, the various embodiments of the present invention and the features thereof may be combined with each other.

[0044] As used herein, the term “and / or” includes any and all combinations of one or more related enumerated entries.

[0045] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “made of” are used in this specification, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Terms such as “connected” or “linked” are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0046] Unless otherwise specified, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having the meaning consistent with their meaning in the context of the relevant art and the invention, and will not be interpreted as having an idealized or overly formal meaning unless expressly so defined herein.

[0047] In the technical solution of this invention, the collection, storage, use, processing, transmission, provision, and disclosure of user personal information all comply with relevant laws and regulations and do not violate public order and good morals. The use of user data in this technical solution follows relevant national laws and regulations (e.g., the "Information Security Technology - Personal Information Security Specification"). For example: appropriate measures are taken for personal information access control; restrictions are imposed on the display of personal information; the purpose of using personal information does not exceed the scope of direct or reasonable association; and explicit identity targeting is eliminated when using personal information to avoid precisely locating a specific individual.

[0048] To address at least one of the technical problems existing in the aforementioned related technologies, the present invention provides a vehicle parking slope control method. Figure 1 This is a flowchart illustrating a vehicle parking slope control method according to the present invention; the method includes:

[0049] Step S101: Obtain vehicle parameters, driving data, and current slope value, and obtain the hill-holding control torque based on the vehicle parameters, driving data, and current slope value.

[0050] In this embodiment, vehicle parameters include mass, wheel radius, etc.; driving data includes gear position, vehicle speed, driver throttle opening, etc.; the current slope value can be monitored by the vehicle braking control system.

[0051] In a specific implementation, the hill-holding control torque can be obtained based on the vehicle's mass, gravitational acceleration, wheel radius, and actual slope.

[0052] Step S102: Determine whether to activate the hill-holding function based on the driving data and the current slope value.

[0053] In this embodiment, based on preset judgment conditions in the vehicle, the system determines whether the driving data and the current slope value meet the judgment conditions. If yes, the judgment result indicates that the hill-holding function is activated; otherwise, the judgment result indicates that the hill-holding function does not need to be activated. Optionally, the judgment conditions may include gear position judgment, slope value judgment, and throttle torque judgment, etc.

[0054] Step S103: If the determination result is that the parking function is activated, the parking control torque is allocated according to the vehicle status; wherein when the vehicle is stationary, the parking control torque is jointly allocated by the motor drive torque and the braking torque, and the allocation ratio is determined based on the current slope value.

[0055] In this embodiment, it is first determined whether the vehicle is stationary. If the vehicle is stationary, and the vehicle speed is 0 km / h, this is considered steady-state parking. The distribution of motor drive torque and braking torque is dynamically coordinated so that their sum satisfies the total parking torque.

[0056] This invention provides a vehicle hill-holding control method. It acquires vehicle parameters, driving data, and the current slope value, and calculates the hill-holding control torque based on these parameters. The method then determines whether to activate the hill-holding function based on the driving data and the current slope value. If the determination is to activate the hill-holding function, the hill-holding control torque is allocated according to the vehicle's state. When the vehicle is stationary, the hill-holding control torque is jointly allocated by the motor drive torque and the braking torque, with the allocation ratio determined based on the current slope value. Through a collaborative architecture between the drive and braking systems, combined with open-loop and closed-loop torque calculations, the required hill-holding torque can be provided quickly and accurately, fundamentally eliminating the slippage phenomenon under steep slope conditions. Furthermore, it proposes that when the vehicle is stationary, the drive and braking systems share the hill-holding torque proportionally. This approach avoids the problem of excessive temperature rise and performance degradation caused by a single system (whether the motor or the braking system) bearing the full load for an extended period, significantly improving the system's durability and reliability.

[0057] This invention also provides a vehicle parking slope control method. Figure 2 This is a general interaction block diagram of a vehicle according to the present invention; Reference Figure 2As shown, from the perspective of the vehicle control unit (VCU), the main interaction is with the motor controller (MCU) and the braking control system (IBC). For a two-wheel drive vehicle, the MCU motor controller in the above interaction diagram refers to either the front motor controller or the rear motor controller; for a four-wheel drive vehicle, the MCU motor controller in the above interaction diagram refers to both the front and rear motor controllers.

[0058] Figure 3 This is a flowchart illustrating a vehicle hill-start assist method according to the present invention; please refer to [link / reference]. Figure 3 The method includes:

[0059] Step S201: Obtain vehicle parameters, driving data, and current slope value, and obtain the hill-holding control torque based on the vehicle parameters, driving data, and current slope value.

[0060] In this embodiment, the VCU acquires vehicle parameters (such as mass m, wheel radius l), driving data (such as gear, vehicle speed, driver throttle opening), and the current slope value θ provided by the IBC in real time. The VCU calculates the hill-holding control torque based on the current vehicle status.

[0061] In a specific implementation, the hill-holding control torque is derived based on the vehicle parameters, the driving data, and the current slope value, including:

[0062] 1. When the vehicle is parked, the initial open-loop parking torque is obtained based on the vehicle parameters, the driving data and the current slope value, and the initial open-loop parking torque is the parking control torque.

[0063] The initial torque T1 of the open-loop slope is mainly used to overcome the torque caused by the tangential component of gravity. The specific calculation formula (1) is as follows:

[0064] T1 = m * g * l * sin(atan(θ));

[0065] Where m is the total mass of the vehicle, g is the gravitational acceleration, l is the wheel radius, and θ is the actual slope value in percentage form.

[0066] 2. When the vehicle rolls downhill, the initial open-loop parking torque is obtained based on the vehicle parameters, the driving data, and the current slope value; the closed-loop parking correction torque is obtained by proportional-integral control using the difference between the actual vehicle speed and the target vehicle speed; and the parking control torque is obtained based on the initial open-loop parking torque and the closed-loop parking correction torque.

[0067] The goal of hill-start assist is to bring the vehicle to a complete stop, meaning the target speed for hill-start assist control is 0 km / h. When the vehicle rolls downhill, the hill-start assist correction torque T2 is obtained by using PI control based on the difference between the actual vehicle speed and the target speed of 0 km / h. The hill-start assist correction torque T2 is only activated after the vehicle has rolled downhill.

[0068] In summary, the slope control torque T can be obtained. 驻坡 for:

[0069] T 驻坡 =T1+T2;

[0070] Step S202: Determine whether to activate the hill-holding function based on the driving data and the current slope value.

[0071] In this embodiment of the application, the VCU determines whether to activate the slope holding function by simultaneously meeting the following three conditions:

[0072] 1) Determine whether the vehicle is currently in drive gear based on the vehicle parameters; the hill-climbing control described in this embodiment is mainly for climbing in drive (D) gear. That is, hill-climbing control is only activated in drive (D) gear, and is not activated in P / N / R gears.

[0073] 2) If the vehicle is in drive, it is determined whether the current slope value is greater than the preset slope limit. The vehicle control unit (VCU) receives the current slope value θ sent by the braking control system (IBC) in real time and identifies whether the vehicle is currently in a steep incline, which is one of the prerequisites for function activation. A steep incline refers to a slope where the vehicle's creep torque alone cannot prevent it from rolling backward. When in drive (D) gear, the slope limit value for activating the parking function is set to θ1. The parking function can only be activated when θ > θ1, and θ1 is generally greater than 15%.

[0074] 3) If the current gradient value is greater than the preset gradient limit, then based on the driving data, it is determined whether the current driver's throttle torque is less than the hill-hold control torque. Hill-hold control is only activated when the throttle torque is insufficient to stop the vehicle while the driver is releasing the throttle. In extreme cases, even if the driver does not press the accelerator or brake, hill-hold control can still ensure the vehicle stops. That is, the hill-hold function can only be activated when the driver's throttle torque is less than the hill-hold control torque. If the current driver's throttle torque is less than the hill-hold control torque, then the hill-hold function is activated.

[0075] Based on the above (1), (2), and (3), the conditions for activating the hill-holding control are: the gear is D and the current slope θ > θ1 and the driver's throttle torque < the hill-holding control torque. If all the above conditions are met, the hill-holding function is activated and S203 is executed; otherwise, the function is not activated or exits.

[0076] Step S203: If the determination result is that the parking function is activated, then the parking control torque is allocated according to the vehicle status.

[0077] In this embodiment of the application, the allocation of the hill-holding control torque according to the vehicle state includes the allocation when the actual vehicle is not stationary and the allocation when the actual vehicle is stationary.

[0078] 1) Distribution of resources when the vehicle is not stationary

[0079] When the vehicle is not stationary, i.e., the speed is not equal to 0 km / h, in order to prevent the motor drive torque and the brake control system hydraulic pressure from interfering with each other and causing vehicle jerking, the hill-holding torque T is used. 驻坡 All driven by electric motors with torque T Mtr To achieve. That is:

[0080] T 驻坡 =T Mtr ;

[0081] 2) Allocation of vehicles in a stationary state

[0082] When the vehicle is stationary, i.e., its speed is 0 km / h, this is considered steady-state parking. The vehicle control unit (VCU) dynamically coordinates the MCU's motor drive torque T. Mtr With IBC braking torque T Brk The allocation of these two components ensures that their sum satisfies the total parking torque T. 驻坡 .

[0083] T 驻坡 =T Mtr +T Brk ;

[0084] In practical implementation, the initial ideal distribution ratio can be obtained by looking up a table based on the real-time slope. One distribution ratio based on the slope value is shown in the table below:

[0085]

[0086] In this embodiment of the application, the method of allocating the hill-climb control torque according to the vehicle state includes: when the vehicle is stationary, if the maximum driving capacity of the motor cannot meet the set allocated torque, the excess torque is transferred to the braking system; or, if the maximum driving capacity of the braking system cannot meet the set allocated torque, the excess torque is transferred to the motor.

[0087] In practical implementation, when both the MCU motor's maximum drive capability and the IBC's maximum braking torque capability can meet the set allocation torque, torque can be allocated based on the set allocation ratio. When either the MCU motor's maximum drive torque capability or the IBC's maximum braking torque capability cannot meet the set allocation torque, the excess torque will not be executed by that controller, and the excess torque can be transferred to another controller for execution. In this case, the set allocation ratio will be dynamically corrected. For example, if the vehicle controller (VCU) calculates a hill-climbing torque of 5000 Nm and the initial ideal allocation ratio is 7:3, the drive torque allocated to the motor is 3500 Nm, and the braking torque allocated to the IBC is 1500 Nm. However, due to temperature rise, the motor's maximum wheel-side drive capability is currently 2000 Nm. After dynamic adjustment, the motor's drive torque will be allocated to 2000 Nm, and the IBC's braking torque will be allocated to 3000 Nm. The drive and braking allocation ratio will be adjusted from the basic 7:3 to 2:3. Similarly, when the braking torque capability of the IBC is insufficient, a portion of the braking torque will be adjusted to drive torque.

[0088] This dynamic, real-time adjustment effectively avoids the problem of single-controller-driven hill-climbing, where relying solely on the motor or hydraulic brakes can cause overheating and reduce driving or braking capacity, leading to rollback. With the hill-climbing torque shared by two controllers, the limited torque each controller can handle mitigates overheating. In extreme cases, when both the MCU motor's maximum driving capacity and the IBC's maximum braking torque capacity are low, the combined effort of both controllers can still hold the vehicle in place, allowing it to roll back slowly and preventing rapid rollback.

[0089] In this embodiment, after allocating the hill-holding control torque according to the vehicle state, a step S204 is further included: interaction processing with driver operation. During the hill-holding process, the VCU continuously monitors driver operation and system feedback, specifically,

[0090] When the driver depresses the brake pedal, causing the actual braking torque to exceed the allocated braking torque, the motor drive torque request is reduced.

[0091] When the driver presses the brake pedal to activate the AutoHold function and the actual braking torque is greater than the hill-hold control torque, the motor drive torque is unloaded to 0, and the hill-hold function does not disengage.

[0092] When the driver presses the accelerator, causing the actual torque of the motor to be greater than the allocated motor drive torque but less than the hill-hold control torque, the braking torque request is reduced.

[0093] When the driver presses the accelerator, causing the actual torque of the motor to exceed the hill-hold control torque, the hill-hold function is deactivated.

[0094] In a specific implementation, the IBC braking control system requests the braking torque T allocated by the vehicle control unit (VCU). Brk This is converted into brake fluid pressure. This brake fluid pressure is the greater of the brake fluid pressure value when the driver presses the brake pedal. The IBC will convert this larger value into the actual braking torque and feed it back to the vehicle control unit (VCU).

[0095] 1) If the hydraulic pressure when the driver presses the brake pedal is greater than the parking brake torque T Brk The converted brake fluid pressure is received by the vehicle control unit (VCU) based on the actual braking torque T. BrkAct Afterwards, the drive torque T on the MCU motor will be appropriately reduced. Mtr The request.

[0096] That is, if the driver applies the brakes and then T... BrkAct＞ T Brk Then the decrease in driving torque is: T BrkAc tT Brk .

[0097] 2) If the driver presses the brake pedal deeply and activates the AutoHold function, the actual braking torque is greater, generally exceeding the hill-holding torque, i.e., T BrkAct >T 驻坡 At this point, the braking torque can independently complete the hill-climbing task, and the driving torque T Mtr It can be uninstalled to 0Nm, and the hill-holding function will not be exited.

[0098] 3) When the driver presses the accelerator, the actual torque executed by the motor is the greater of the accelerator torque and the motor drive torque allocated for hill starts. If the actual torque executed by the motor T MtrAct The driving torque T is greater than that allocated by the vehicle controller (VCU). Mtr When, i.e., T Mtr <T MtrAct <T 驻坡 At this point, the braking torque T can be appropriately reduced. Brk The request. Braking torque T Brk The decrease value is: T MtrAct -T Mtr .

[0099] 4) When the driver presses the accelerator pedal more, the accelerator torque is greater, and the actual torque of the motor TMtrAct is greater than the parking torque T parking, the parking function is deactivated.

[0100] Compared with the prior art, the technical solution provided in this embodiment has the following significant advantages:

[0101] 1. Through the architecture of coordinated operation of the drive and braking systems, and combined with open-loop and closed-loop torque calculation, the required parking torque can be provided quickly and accurately, fundamentally eliminating the slippage phenomenon under steep slope conditions.

[0102] 2. An innovative approach was proposed where, when the vehicle is stationary, the drive and braking systems share the hill-climbing torque proportionally. This method avoids the problem of excessive temperature rise and performance degradation caused by a single system (whether the motor or the braking system) bearing the full load for an extended period, significantly improving the system's durability and reliability.

[0103] 3. A dynamic torque distribution correction mechanism based on real-time capability is introduced. When the torque output capability of any system is insufficient due to any reason (such as temperature rise), the excess torque can be automatically transferred to another system, ensuring that effective holding force can still be maintained even when the performance of some systems degrades, thus realizing intelligent fault-tolerant control.

[0104] 4. Taking into full account the driver's braking and throttle inputs, it can intelligently adjust the torque distribution of drive and braking in real time according to the driver's operation, and even disengage the function in a timely manner, ensuring a smooth handover of vehicle control between the system and the driver, thus improving the driving experience and safety.

[0105] 5. This method mainly relies on existing vehicle control unit (VCU), motor control unit (MCU) and integrated braking system (IBC) to achieve hardware and software synergy, without the need to add additional hardware devices such as air brakes as in existing technologies, thus effectively controlling costs.

[0106] This invention also provides a vehicle parking slope control device. Figure 4 This is a structural block diagram of an embodiment of the vehicle parking slope control device of the present invention; please refer to [link / reference]. Figure 4 The device includes:

[0107] Data acquisition unit 301 is used to acquire vehicle parameters, driving data, and current slope value.

[0108] Data processing unit 302 is used to obtain the hill-holding control torque based on the vehicle parameters, the driving data and the current slope value;

[0109] The judgment unit 303 is used to determine whether to activate the hill-holding function based on the driving data and the current slope value;

[0110] The torque distribution unit 304 is used to distribute the parking control torque according to the vehicle status if the judgment result is that the parking function is activated; wherein when the vehicle is stationary, the parking control torque is jointly distributed by the motor drive torque and the braking torque, and the distribution ratio is determined based on the current slope value.

[0111] In an optional embodiment, the data processing unit 302 is further configured to, when the vehicle is parked, obtain an open-loop initial parking torque based on the vehicle parameters, the driving data and the current slope value, wherein the open-loop initial parking torque is the parking control torque.

[0112] In an optional embodiment, the data processing unit 302 is further configured to, when the vehicle rolls downhill, obtain an open-loop initial parking torque based on the vehicle parameters, the driving data, and the current slope value; obtain a closed-loop parking correction torque by performing proportional-integral control on the difference between the actual vehicle speed and the target vehicle speed; and obtain a parking control torque based on the open-loop initial parking torque and the closed-loop parking correction torque.

[0113] In an optional embodiment, the determination unit 303 further determines whether the vehicle is currently in a forward gear based on the vehicle parameters; if the vehicle is in a forward gear, it determines whether the current slope value is greater than a preset slope limit; if the current slope value is greater than the preset slope limit, it determines whether the current driver's throttle torque is less than the hill-hold control torque based on the driving data; if the current driver's throttle torque is less than the hill-hold control torque, it determines to activate the hill-hold function.

[0114] In an optional embodiment, the torque distribution unit 304 is further configured to, when the vehicle is stationary, distribute the parking control torque jointly by the motor drive torque and the braking torque, and determine the distribution ratio based on the current slope value. When the vehicle is not stationary, the parking control torque is entirely achieved by the motor drive torque.

[0115] Furthermore, the torque distribution unit 304 is also used to transfer the excess torque to the braking system when the vehicle is stationary and the maximum driving capacity of the motor cannot meet the set distribution torque; or, when the maximum driving capacity of the braking system cannot meet the set distribution torque, the excess torque to the motor.

[0116] In an optional embodiment, the vehicle hill-hold control device further includes a driver operation interaction unit, configured to: reduce the motor drive torque request when the driver depresses the brake pedal, causing the actual braking torque to be greater than the allocated braking torque; unload the motor drive torque to 0 when the driver depresses the brake pedal to activate the AutoHold function and the actual braking torque is greater than the hill-hold control torque, without disengaging the hill-hold function; reduce the braking torque request when the driver depresses the accelerator, causing the actual motor torque to be greater than the allocated motor drive torque but less than the hill-hold control torque; and disengage the hill-hold function when the driver depresses the accelerator, causing the actual motor torque to be greater than the hill-hold control torque.

[0117] By using the vehicle parking slope control device described in this embodiment, safe, reliable, and smooth parking slope control of the vehicle is achieved under steep slope conditions.

[0118] Based on the same inventive concept, embodiments of the present invention also provide an electronic device. Figure 5 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Figure 5 As shown, an embodiment of the present invention provides an electronic device including: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement any of the vehicle hill-start assist methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processors and the memory, configured to enable information interaction between the processors and the memory.

[0119] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0120] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0121] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0122] This invention also provides a computer-readable medium. The computer-readable medium stores a computer program, which, when executed by a processor, implements the steps of any of the vehicle hill-start assist methods described in the above embodiments. The computer-readable storage medium may be volatile or non-volatile.

[0123] This invention also provides a computer program product, including computer-readable code, or a non-volatile computer-readable storage medium carrying computer-readable code. When the computer-readable code is run in the processor of an electronic device, the processor in the electronic device executes the above-described vehicle hill-start control method.

[0124] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer storage media (or non-transitory media) and communication media (or transient media).

[0125] As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technologies, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable program instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0126] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0127] The computer program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions. This electronic circuitry can execute the computer-readable program instructions to implement various aspects of the invention.

[0128] The computer program product described herein can be implemented specifically through hardware, software, or a combination thereof. In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0129] Various aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0130] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0131] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0132] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction, which contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0133] Example embodiments have been disclosed herein, and while specific terminology has been used, it is for illustrative purposes only and should be construed as such, and is not intended to be limiting. In some instances, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in conjunction with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in conjunction with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of the invention as set forth in the appended claims.

Claims

1. A method for controlling vehicle parking on slopes, characterized in that, include: The vehicle parameters, driving data, and current slope value are obtained, and the hill-holding control torque is obtained based on the vehicle parameters, driving data, and current slope value. Determine whether to activate the hill-holding function based on the driving data and the current slope value; If the determination result is to activate the parking function, the parking control torque is allocated according to the vehicle status; wherein when the vehicle is stationary, the parking control torque is jointly allocated by the motor drive torque and the braking torque, and the allocation ratio is determined based on the current slope value.

2. The vehicle parking slope control method according to claim 1, characterized in that, The method of obtaining the hill-holding control torque based on the vehicle parameters, the driving data, and the current gradient value includes: When the vehicle is parked, the initial open-loop parking torque is obtained based on the vehicle parameters, the driving data, and the current slope value, and the initial open-loop parking torque is the parking control torque.

3. The vehicle parking slope control method according to claim 1, characterized in that, The method of obtaining the hill-holding control torque based on the vehicle parameters, the driving data, and the current gradient value includes: When the vehicle rolls down a slope, the initial open-loop parking torque is obtained based on the vehicle parameters, the driving data, and the current slope value. The closed-loop hill-climb correction torque is obtained by proportional-integral control based on the difference between the actual vehicle speed and the target vehicle speed. The slope control torque is obtained based on the open-loop initial slope control torque and the closed-loop slope control correction torque.

4. The vehicle parking slope control method according to claim 1, characterized in that, The step of determining whether to activate the hill-holding function based on the driving data and the current slope value includes: Based on the vehicle parameters, determine whether the vehicle is currently in forward gear; If the vehicle is in drive, determine whether the current slope value is greater than the preset slope limit. If the current slope value is greater than the preset slope limit, then based on the driving data, it is determined whether the current driver's throttle torque is less than the parking control torque; If the current driver's throttle torque is less than the hill-hold control torque, then the hill-hold function is activated.

5. The vehicle parking slope control method according to claim 1, characterized in that, The method of allocating the hill-holding control torque according to the vehicle status includes: when the vehicle is not stationary, the hill-holding control torque is entirely achieved by the motor drive torque.

6. The vehicle hill-start control method according to claim 1, characterized in that, The method of allocating the hill-climb control torque according to the vehicle status includes: when the vehicle is stationary, if the maximum driving capacity of the motor cannot meet the set allocated torque, the excess torque is transferred to the braking system; or, if the maximum driving capacity of the braking system cannot meet the set allocated torque, the excess torque is transferred to the motor.

7. The vehicle parking slope control method according to claim 1, characterized in that, Following the allocation of the hill-start assist torque based on vehicle status, the following is also included: When the driver depresses the brake pedal, causing the actual braking torque to exceed the allocated braking torque, the motor drive torque request is reduced. When the driver presses the brake pedal to activate the automatic parking function and the actual braking torque is greater than the hill-hold control torque, the motor drive torque is unloaded to 0, and the hill-hold function does not disengage. When the driver presses the accelerator, causing the actual torque of the motor to be greater than the allocated motor drive torque but less than the hill-hold control torque, the braking torque request is reduced. When the driver presses the accelerator, causing the actual torque of the motor to exceed the hill-hold control torque, the hill-hold function is deactivated.

8. A vehicle parking slope control device, characterized in that, include: The data acquisition unit is used to acquire vehicle parameters, driving data, and the current gradient value. The data processing unit is used to obtain the hill-holding control torque based on the vehicle parameters, the driving data, and the current gradient value; The judgment unit is used to determine whether to activate the hill-holding function based on the driving data and the current slope value; A torque distribution unit is used to distribute the parking control torque according to the vehicle status if the judgment result is that the parking function is activated; wherein when the vehicle is stationary, the parking control torque is jointly distributed by the motor drive torque and the braking torque, and the distribution ratio is determined based on the current slope value.

9. An electronic device, characterized in that, include: One or more processors; Memory, used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method as described in any one of claims 1 to 7.

10. A computer-readable medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 7.

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