Vehicle control method, vehicle, and computer-readable storage medium

Abstract

The embodiment of the application provides a kind of vehicle control method, vehicle and computer readable storage medium, it is related to vehicle control technical field.Therein, vehicle control method includes: obtaining the slope information, gear information and motor operating state information corresponding to vehicle, wherein, slope information is used to represent the slope angle of the current road where vehicle is located;Determine the current state of vehicle based on slope information and gear information;In response to the current state being hill shift state, according to motor operating state information, the risk of coasting of vehicle is determined, and the determination result is obtained;In response to the determination result indicating that the vehicle has coasting risk, according to the slope information, the target control strategy corresponding to the slope angle is determined;According to target control strategy, drive vehicle to execute target anti-coasting action.The application solves the technical problem that the vehicle hill shift exists coasting risk in the related art, and then affects the driving safety.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, a vehicle, and a computer-readable storage medium. Background Technology

[0002] In real-world driving, shifting gears on inclines is a common scenario. To prevent vehicles from rolling back during gear shifts on slopes, current technologies typically employ motor torque control to keep the vehicle stationary. However, the establishment of motor torque has a certain lag; there is a time difference between detecting a tendency to roll back and the motor outputting sufficient braking torque. This time difference can cause the vehicle to roll back during gear shifts or dynamic gear changes, potentially leading to safety accidents.

[0003] There is currently no good solution to the above problems. Summary of the Invention

[0004] This application provides a vehicle control method, a vehicle, and a computer-readable storage medium to at least solve the technical problem in the related art where there is a risk of vehicle slippage when shifting gears on a slope, which in turn affects driving safety.

[0005] According to one aspect of the embodiments of this application, a vehicle control method is provided, comprising: acquiring slope information, gear information, and motor operating status information corresponding to the vehicle, wherein the slope information is used to characterize the slope angle of the current road where the vehicle is located; determining the current state of the vehicle based on the slope information and gear information; responding to the current state being a slope shifting state, determining the risk of the vehicle rolling back based on the motor operating status information, and obtaining a determination result; responding to the determination result indicating that the vehicle has a risk of rolling back, determining a target control strategy corresponding to the slope angle based on the slope information; and driving the vehicle to perform a target anti-rollback action according to the target control strategy.

[0006] Furthermore, the gear information includes: the target gear to be switched to; and the current state of the vehicle is determined based on the slope information and the gear information, including: determining whether the vehicle meets the target conditions based on the slope information and the gear information, wherein the target conditions include: the slope angle is greater than a preset angle threshold and the target gear is a forward gear; in response to the vehicle meeting the target conditions, the current state of the vehicle is determined to be a slope shifting state.

[0007] Furthermore, the motor operating status information includes: the current speed of the motor. Based on the motor operating status information, the risk of vehicle rollover is determined, and the determination result is obtained, including: in response to the current speed being less than a preset speed threshold, a timer is started to count, and multiple speeds of the motor within the counting time are obtained; in response to each of the multiple speeds being less than the preset speed threshold, it is determined that there is a risk of vehicle rollover.

[0008] Furthermore, the target control strategy includes: a first control strategy, which determines the target control strategy corresponding to the slope angle based on the slope information, including: in response to the slope angle being less than the slope threshold, determining the target torque based on the slope angle; and generating the first control strategy based on the target torque.

[0009] Furthermore, the target control strategy also includes: a second control strategy, which determines the target control strategy corresponding to the slope angle based on the slope information, including: in response to the slope angle being greater than the slope threshold, determining the target braking pressure based on the slope angle; and generating the second control strategy based on the target braking pressure.

[0010] Furthermore, the vehicle control method also includes: in response to the risk of vehicle runaway, determining the runaway risk level based on multiple rotational speeds; and triggering a runaway warning based on the runaway risk level.

[0011] Furthermore, based on multiple rotational speeds, the runaway risk level is determined, including: determining the rotational speed change rate based on multiple rotational speeds; and using a risk identification model to analyze the rotational speed change rate to obtain the runaway risk level, wherein the risk identification model is a pre-trained classification network model.

[0012] Furthermore, the vehicle rollaway risk levels include: Level 1, Level 2, and Level 3. The probability of rollaway at Level 1 is greater than the probability of rollaway at Level 2, and the probability of rollaway at Level 2 is greater than the probability of rollaway at Level 3. Rollaway warnings include: voice warnings, vibration warnings, and indicator light warnings. Based on the rollaway risk level, triggering a rollaway warning includes: triggering a voice warning, vibration warning, and indicator light warning in response to a Level 1 rollaway risk level; triggering a voice warning and vibration warning in response to a Level 2 rollaway risk level; and triggering a voice warning or vibration warning in response to a Level 3 rollaway risk level.

[0013] According to another aspect of the embodiments of this application, a vehicle control system is also provided, including: an acquisition module, configured to acquire slope information, gear information, and motor operating status information corresponding to the vehicle, wherein the slope information is used to characterize the slope angle of the current road where the vehicle is located; a first determination module, configured to determine the current state of the vehicle based on the slope information and gear information; a judgment module, configured to, in response to the current state being a slope shifting state, determine the risk of the vehicle rolling back based on the motor operating status information, and obtain a judgment result; a second determination module, configured to, in response to the judgment result indicating that the vehicle has a risk of rolling back, determine a target control strategy corresponding to the slope angle based on the slope information; and an execution module, configured to drive the vehicle to perform a target anti-rollback action according to the target control strategy.

[0014] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the executable program, wherein the executable program executes the methods in various embodiments of this application when it runs.

[0015] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0016] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0019] In this embodiment, the slope information, gear information, and motor operating status information corresponding to the vehicle are acquired. The slope information characterizes the slope angle of the current road where the vehicle is located. Based on the slope and gear information, the current state of the vehicle is determined. In response to the current state being a slope shifting state, a rollback risk assessment is performed based on the motor operating status information, and a assessment result is obtained. In response to the assessment result indicating a rollback risk, a target control strategy corresponding to the slope angle is determined based on the slope information. Based on the target control strategy, the vehicle is driven to execute the target anti-rollback action. This application first clarifies the road environment and vehicle operating status by acquiring slope, gear, and motor operating status information, providing a data foundation for subsequent precise control. Next, the current state is determined based on the slope and gear information, thereby accurately identifying whether the vehicle is in a slope shifting state. Subsequently, in response to the current state being a slope shifting state, a rollback risk assessment is performed based on the motor operating status information, timely capturing the rollback trend and achieving early warning and accurate identification of the rollback risk. Furthermore, in response to the determination result indicating a risk of vehicle slippage, a target control strategy is determined based on the slope information. This achieves differentiated control strategies based on slope variations, avoiding redundancy or inadequacy caused by a one-size-fits-all approach. Finally, according to the target control strategy, the vehicle is driven to perform the target anti-slippage action, thereby significantly reducing or even eliminating vehicle slippage and ensuring driving safety during gear shifting on an incline. In summary, the technical solution disclosed in this application effectively solves the technical problem in related technologies where the risk of vehicle slippage during gear shifting on an incline affects driving safety, achieving the technical effect of reducing the risk of vehicle slippage during gear shifting on an incline and thus ensuring driving safety. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0021] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0022] Figure 2 This is a flowchart illustrating a vehicle control method according to an embodiment of this application;

[0023] Figure 3 This is a system architecture diagram of a vehicle control system according to an embodiment of this application;

[0024] Figure 4 This is a structural block diagram of a vehicle control system according to an embodiment of this application;

[0025] Figure 5This is a schematic diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0028] According to an embodiment of this application, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0029] This embodiment provides a vehicle control method. Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application, such as... Figure 1 As shown, the method includes the following steps:

[0030] Step S10: Obtain the slope information, gear information and motor operating status information corresponding to the vehicle, wherein the slope information is used to characterize the slope angle of the current road where the vehicle is located;

[0031] Step S11: Determine the current state of the vehicle based on the slope information and gear information;

[0032] Step S12: In response to the current state being the slope shifting state, the risk of vehicle rollover is assessed based on the motor operating status information, and the assessment result is obtained.

[0033] Step S13: In response to the judgment result indicating that the vehicle has a risk of rolling away, the target control strategy corresponding to the slope angle is determined based on the slope information.

[0034] Step S14: Drive the vehicle to perform the target anti-rollover action according to the target control strategy.

[0035] The slope information mentioned above is a physical quantity used to characterize the degree of inclination of the current road where the vehicle is located relative to the horizontal plane.

[0036] Optionally, slope information can be expressed as a slope angle or a slope percentage.

[0037] In vehicle dynamics, the slope angle directly determines the magnitude of the downward component of gravity along the slope, and is the main external force source that causes a vehicle to tend to roll backward.

[0038] In one alternative embodiment, slope information is collected by a slope sensor (such as an accelerometer and gyroscope in an inertial measurement unit, or a dedicated tilt sensor) installed inside the vehicle chassis or body, and transmitted to the vehicle controller via a CAN bus.

[0039] In one optional embodiment, the slope sensor employs a high-precision microelectromechanical system accelerometer with a sampling frequency of not less than 100Hz. A low-pass filtering algorithm is used to filter out high-frequency vibration noise during vehicle movement, extracting stable slope angle data. Optionally, to eliminate sensor zero-bias error, automatic calibration can be performed when the vehicle is stationary and parked horizontally, recording the zero-point offset and compensating for it in subsequent calculations to ensure high reliability of the slope information.

[0040] The gear information mentioned above is used to reflect the current operating status of the vehicle's transmission.

[0041] Optionally, vehicle gears include, but are not limited to, P (Park), R (Reverse), N (Neutral), and D (Drive). The gear position signal is generated by the transmission controller or gear switch and transmitted to the vehicle controller via the CAN bus.

[0042] In one optional embodiment, the gear information includes the current gear and the target gear to be switched to. The target gear is included in the received shift request signal. Furthermore, whether a shift action has occurred is determined by monitoring the transition edge of the gear status bit.

[0043] The above motor operating status information is used to describe the current operating status of the drive motor, mainly including motor speed, motor torque, motor phase current and motor temperature.

[0044] Among these indicators, motor speed is a key factor in determining whether a vehicle is rolling backwards. When the vehicle is stationary or at low speed, if the motor speed is negative (for the forward gear D, a negative speed usually indicates that the wheels are rotating in the opposite direction under the influence of gravity, i.e., rolling backwards), and this continues for a certain period of time, it indicates that the vehicle has a tendency to roll backwards.

[0045] Optionally, in the scenario of preventing vehicles from rolling back on a slope, the key state to focus on is the slope shifting state, that is, the state in which the vehicle is on a road with a non-zero slope (slope angle greater than 0) and is shifting gears (such as shifting from N gear to D gear, or from P gear to D gear).

[0046] In one optional embodiment, it is determined whether the slope angle is greater than a preset angle threshold (e.g., 0.5°, used to distinguish between level roads and slopes) and whether the vehicle is in the state of shifting from the current gear to the target gear (the target gear must be a forward gear). If the slope angle is greater than the preset angle threshold and the vehicle is in the state of shifting from the current gear to the target gear, the current state is determined to be a slope shifting state.

[0047] Optionally, to prevent frequent state switching from causing control logic oscillations, a hysteresis comparator or state locking mechanism is introduced, that is, after determining that it is a ramp shift state, the state determination result is maintained until the shift action is completed.

[0048] Furthermore, when it is confirmed that the vehicle is in a slope shifting state, the risk of the vehicle rolling backward is assessed based on the motor operating status information to determine whether there is a risk of the vehicle rolling backward.

[0049] For example, if the target gear is D, and the motor speed is negative (indicating that the wheels are rotating in the opposite direction) and this negative speed state continues for more than a preset first time threshold (e.g., 100ms), the result is determined as "there is a risk of rolling back". This judgment logic aims to distinguish between normal motor fluctuations and real rolling back trends, and avoids accidental braking due to momentary reversal caused by instantaneous response delays in the motor control system or mechanical backlash.

[0050] In one alternative embodiment, the first time threshold is a calibrable parameter that can be optimized based on the motor response characteristics and transmission system stiffness of different vehicle models.

[0051] Optionally, the risk of runaway can also be determined by combining the rate of change of motor torque. If the motor torque command does not change but the speed continues to increase negatively, it more definitively proves that the risk of runaway exists.

[0052] Furthermore, after confirming the risk of runaway, a target control strategy is determined based on the current slope angle.

[0053] In one alternative embodiment, for gentle slopes, the rapid torque response of the motor is used to prevent slippage; for steep slopes, the strong holding force of the hydraulic braking system is used to prevent slippage.

[0054] Optionally, a slope threshold (e.g., 2.86°) can be set. If the slope angle is less than this threshold, the target control strategy is a "motor torque intervention strategy," which uses the traction torque of the reverse motor to counteract the gravity component. If the slope angle is greater than the slope threshold, the target control strategy is a "hydraulic brake intervention strategy," which uses sufficient brake caliper pressure to lock the wheels.

[0055] Optionally, the selection logic of the target control strategy ensures smooth anti-slip operation by utilizing the high response speed of the motor on small slopes, and ensures safety by utilizing the reliability of hydraulic braking on large slopes, while avoiding the risk of failure caused by overheating or insufficient torque of the motor alone on large slopes.

[0056] Finally, based on the determined target control strategy, control commands are sent to the corresponding execution controllers to actually perform the anti-runaway operation.

[0057] Optionally, if the target control strategy is a motor torque intervention strategy, the calculated target motor torque is sent to the motor controller (Motor Control Unit, MCU) via the CAN bus. The motor controller uses its internal PID control algorithm to quickly and gradually increase the motor torque to the target value, so that the motor generates a traction force opposite to the direction of vehicle slippage, thereby preventing the vehicle from slipping.

[0058] Optionally, if the target control strategy is a hydraulic braking intervention strategy, the calculated target braking pressure is sent to the Wire-controlled Chassis Braking System (WCBS). The Wire-controlled Chassis Braking System further sends the pressure command to the Electronic Hydraulic Brake (EHB). The EHB drives the master cylinder piston through the motor to quickly build up the corresponding wheel cylinder pressure, clamp the brake pads, and thus physically lock the wheels to prevent the vehicle from rolling away.

[0059] In one optional embodiment, the motor torque intervention strategy employs dual closed-loop control of current loop and speed loop to ensure the linearity and speed of torque establishment. Optionally, in the hydraulic braking intervention strategy, EHB employs pressure closed-loop control to monitor wheel cylinder pressure in real time, ensuring consistency between actual pressure and target pressure, and providing an independent mechanical backup braking function in emergency situations.

[0060] In this embodiment, the slope information, gear information, and motor operating status information corresponding to the vehicle are acquired. The slope information characterizes the slope angle of the current road where the vehicle is located. Based on the slope and gear information, the current state of the vehicle is determined. In response to the current state being a slope shifting state, a rollback risk assessment is performed based on the motor operating status information, and a assessment result is obtained. In response to the assessment result indicating a rollback risk, a target control strategy corresponding to the slope angle is determined based on the slope information. Based on the target control strategy, the vehicle is driven to execute the target anti-rollback action. This application first clarifies the road environment and vehicle operating status by acquiring slope, gear, and motor operating status information, providing a data foundation for subsequent precise control. Next, the current state is determined based on the slope and gear information, thereby accurately identifying whether the vehicle is in a slope shifting state. Subsequently, in response to the current state being a slope shifting state, a rollback risk assessment is performed based on the motor operating status information, timely capturing the rollback trend and achieving early warning and accurate identification of the rollback risk. Furthermore, in response to the determination result indicating a risk of vehicle slippage, a target control strategy is determined based on the slope information. This achieves differentiated control strategies based on slope variations, avoiding redundancy or inadequacy caused by a one-size-fits-all approach. Finally, according to the target control strategy, the vehicle is driven to perform the target anti-slippage action, thereby significantly reducing or even eliminating vehicle slippage and ensuring driving safety during gear shifting on an incline. In summary, the technical solution disclosed in this application effectively solves the technical problem in related technologies where the risk of vehicle slippage during gear shifting on an incline affects driving safety, achieving the technical effect of reducing the risk of vehicle slippage during gear shifting on an incline and thus ensuring driving safety.

[0061] The vehicle control method in the embodiments of this application will be further described below.

[0062] Optionally, the gear information includes: the target gear to be switched to; and, based on the slope information and gear information, determining the vehicle's current state, including:

[0063] Step S111: Based on the slope information and gear information, determine whether the vehicle meets the target conditions, wherein the target conditions include: the slope angle is greater than a preset angle threshold and the target gear is a forward gear;

[0064] Step S112: In response to the vehicle meeting the target conditions, determine that the current state of the vehicle is the hill shift state.

[0065] Optionally, gear position information is typically acquired by a gear position sensor (such as a gear switch, Hall sensor, or encoder) and transmitted to the Vehicle Control Unit (VCU) via the vehicle's local area network. Gear position information includes not only the current physical gear status but also the shift request command issued by the driver or the system, i.e., the "target gear to be switched to." For example, when the driver shifts from N or P to D, the gear position signal undergoes a rapid change. If the vehicle is on a slope at this time, the gravitational component may cause the vehicle to move in the opposite direction, i.e., rollback. Therefore, accurately acquiring gear position information is crucial for triggering anti-rollback control strategies.

[0066] Optionally, the slope sensor periodically transmits slope information via the CAN bus at a fixed frequency (such as 50Hz or 100Hz). After receiving the slope information, the vehicle controller performs low-pass filtering to remove high-frequency vibration noise during vehicle operation, thereby obtaining a stable static slope angle.

[0067] The aforementioned target conditions refer to the logical combination conditions used to determine whether a vehicle has entered a slope shifting state.

[0068] Optionally, the target conditions include: the slope angle is greater than a preset angle threshold, and the target gear is a forward gear.

[0069] Optionally, the preset angle threshold is a calibrable parameter used to distinguish between flat ground and slopes. When the slope exceeds the preset angle threshold, the vehicle is considered to be in a slope environment requiring anti-rollover protection.

[0070] Optionally, the target gear being a forward gear means the vehicle is about to gain forward driving force. If the vehicle is stationary or moving at low speed on a slope, the component of gravity will cause the vehicle to slip backward. The motor needs a certain response time to build positive torque, and this "time difference" is the high-risk window for slippage. Only when the vehicle meets the target conditions is it determined to be in a slope shifting state, thus initiating specific anti-slip control. The purpose of this logic design is to avoid unnecessary energy consumption or braking intervention on flat ground or in reversing conditions, ensuring the targeted and economical nature of the control strategy.

[0071] In one optional embodiment, the slope angle sent by the slope sensor is read. When the slope angle is greater than a preset angle threshold, the vehicle is determined to meet the slope condition. Simultaneously, changes in the gear position signal are monitored. When a shift from a non-D gear (such as N, P, or R) to D gear is detected, and the shift is in progress, the vehicle is determined to meet the gear position condition. When the vehicle meets both the slope condition and the gear position condition, the vehicle is determined to meet the target condition.

[0072] Optionally, to increase robustness, the slope signal must be greater than a preset angle threshold for N consecutive frames (e.g., 10 frames) to eliminate instantaneous noise from the sensor.

[0073] Furthermore, when the vehicle meets the target conditions, the vehicle's current state is determined to be a slope shifting state.

[0074] Optionally, after determining that the current state is the ramp shift state, the current timestamp, slope angle, and motor speed are recorded as the reference data for subsequent calculation of the required torque or braking pressure.

[0075] Optionally, after confirming that the vehicle is currently in hill-start assist mode, the "Hill Assist" or "Anti-rollover Activation" indicator light on the instrument panel is illuminated to alert the driver that the system has intervened for protection.

[0076] Optionally, the motor operating status information includes: the current speed of the motor. Based on the motor operating status information, a risk assessment of vehicle runaway is performed, and the assessment result is obtained, including:

[0077] Step S121: In response to the current speed being less than a preset speed threshold, start the timer and acquire multiple speeds of the motor within the timer duration;

[0078] Step S122: In response to each of the multiple speeds being less than a preset speed threshold, it is determined that the vehicle is at risk of rolling away.

[0079] Optionally, the current rotational speed is acquired in real time by a resolver or encoder sensor inside the motor controller and sent to the vehicle controller via the CAN bus. The current rotational speed not only reflects the rotational speed of the motor, but also, in the vehicle rollaway detection scenario, a negative rotational speed means that the motor is being dragged in the opposite direction by the wheels, that is, the vehicle is in a non-driven free rolling or sliding state.

[0080] The aforementioned preset speed threshold is a calibrated value used to distinguish between the normal driving / braking state of a vehicle and the potential slippage state.

[0081] Normally, the preset speed threshold is set to a negative value that is slightly less than zero, such as -0.5 r / min to -2.0 r / min.

[0082] The aforementioned timer is a time counting unit. In an optional embodiment, the timer adopts an incremental counting mode, and the counting unit can be a system clock cycle or milliseconds. Optionally, when the current rotational speed is detected to be less than a preset rotational speed threshold, the timer is started, and when the counting duration reaches the preset duration, the timer is cleared or reset.

[0083] The aforementioned multiple speeds refer to a series of motor speed data acquired during the sampling sequence from the start to the end of the timer. These speed data are discrete time series points; for example, within a 100ms timing duration, 10 speed sampling points can be acquired at 10ms sampling intervals. Acquiring multiple speeds rather than a single instantaneous speed is to construct a more complete motion state profile.

[0084] Optionally, during the timer's countdown, multiple rotational speeds are read from CAN messages or internal shared memory via polling or interrupt-driven methods, and stored in a fixed-length circular buffer. These multiple rotational speeds collectively form the data basis for determining the slippage trend, ensuring that the judgment result is based on continuous motion states rather than isolated instantaneous values.

[0085] It should be noted that the above timing duration is predefined and can be dynamically adjusted according to actual conditions.

[0086] Furthermore, the system iterates through multiple rotational speeds within the time frame, checking whether each speed meets the condition of being "less than a preset speed threshold". If any of the multiple speeds is less than the preset speed threshold, it is determined that the vehicle is at risk of rolling away.

[0087] Optionally, in order to balance response speed and accuracy, it can also be set that N consecutive rotation speed points are all less than the preset rotation speed threshold, or that more than 90% of the sampling points are less than the preset rotation speed threshold, thereby achieving a balance between anti-interference capability and response sensitivity.

[0088] In the above steps, by introducing a multi-sampling point speed determination mechanism based on a time window, it is possible to accurately distinguish between normal instantaneous fluctuations and real continuous slippage trends. This approach not only effectively avoids false triggering caused by sensor noise or brief road bumps, but also improves the accuracy and reliability of slippage risk determination through continuous data verification. This ensures that the vehicle controller only initiates torque or braking intervention when a real slippage risk is confirmed, thus guaranteeing the safety of the vehicle during gear shifting on an incline and avoiding unnecessary control interference, thereby enhancing the driving experience.

[0089] Optionally, the target control strategy includes: a first control strategy, which determines the target control strategy corresponding to the slope angle based on the slope information, including:

[0090] Step S131: In response to the slope angle being less than the slope threshold, determine the target torque based on the slope angle;

[0091] Step S132: Generate a first control strategy based on the target torque.

[0092] The aforementioned target control strategy refers to the set of braking control logic determined based on slope information when the vehicle is detected to be shifting gears on a slope and there is a risk of rolling back.

[0093] The first control strategy described above is used to characterize the torque control strategy for preventing runaway.

[0094] The aforementioned slope threshold refers to the critical slope value used to distinguish between two different control modes (torque control mode and hydraulic braking mode).

[0095] Optionally, the gradient threshold can be calibrated based on the vehicle's powertrain characteristics (such as the maximum static holding torque of the motor), the pressure build-up response time of the hydraulic braking system, and the overall vehicle weight.

[0096] In one optional embodiment, the slope threshold is set to 2.86°. When the detected slope angle is less than the slope threshold, it is assumed that the motor can build up sufficient reverse torque within milliseconds to counteract the gravitational component, and therefore the first control strategy (i.e., the motor torque intervention strategy) is selected. When the slope angle is greater than the slope threshold, considering the inertia of motor torque building up and the risk of thermal decay that may result from prolonged high torque output, the second control strategy (i.e., the hydraulic braking intervention strategy) is selected, utilizing the electro-hydraulic braking system to provide more stable and sustained braking force.

[0097] Optionally, the gradient threshold can also be dynamically adjusted according to the user's driving mode (such as Sport mode or Off-road mode), for example, reducing the gradient threshold in Off-road mode to provide a more conservative anti-slip protection.

[0098] When the slope angle is determined to be less than the slope threshold, the required target torque is accurately calculated based on the current slope angle to ensure that the reverse torque output by the motor can balance or be slightly greater than the component of the vehicle's weight downward along the slope.

[0099] In one alternative embodiment, the target torque value is calculated based on the slope angle and in conjunction with pre-stored vehicle mass parameters.

[0100] Optionally, in order to overcome the nonlinear characteristics of the motor in the low-speed range and the difference between static and dynamic friction, the calculation of the target torque can also introduce an empirical compensation term. For example, when the slope angle is close to 0, a small torque can be added to overcome the static friction, or the torque redundancy can be appropriately increased when the slope angle is close to the slope threshold to prevent frequent mode switching caused by sensor noise.

[0101] Furthermore, a first control strategy is generated based on the target torque.

[0102] In one optional embodiment, the calculated target torque is sent to the motor controller via the CAN bus, and a specific control flag (such as "hill runaway prevention mode") is included in the message header to instruct the motor controller to enter a specific torque control algorithm logic. The motor controller then activates its internal torque gradient loading algorithm to prevent sudden torque changes from causing vehicle jerking or motor overcurrent.

[0103] Optionally, the target control strategy further includes: a second control strategy, which determines the target control strategy corresponding to the slope angle based on the slope information, including:

[0104] Step S133: In response to the slope angle being greater than the slope threshold, determine the target braking pressure based on the slope angle;

[0105] Step S134: Generate a second control strategy based on the target braking pressure.

[0106] The aforementioned target braking pressure refers to the hydraulic brake cylinder pressure value required to keep the vehicle stationary, calculated based on the currently detected slope angle through a specific mapping relationship.

[0107] Optionally, the target braking pressure is positively correlated with the slope angle. The greater the slope, the greater the component of gravity along the slope that needs to be overcome, and therefore a higher braking pressure is required to provide sufficient friction.

[0108] In one alternative embodiment, a predefined pressure mapping table is queried to determine the target braking pressure corresponding to the slope angle.

[0109] For example, when the slope angle is 5% (in the vehicle field, the slope percentage is used to characterize the size of the slope angle, and the slope percentage is the tangent value corresponding to the slope angle), the target braking pressure is 0.5 MPa, and when the slope angle is 10%, the target braking pressure is 1.0 MPa.

[0110] The second control strategy described above is used to characterize the hydraulic braking control strategy for preventing runaway. Specifically, WCBS and EHB are used to establish direct mechanical braking force to compensate for the insufficient response speed of motor torque under specific operating conditions.

[0111] Unlike the first control strategy, the second control strategy acts directly on the wheel braking system, using physical frictional resistance to balance the gravitational component.

[0112] Furthermore, a second control strategy is generated based on the target braking pressure.

[0113] Optionally, the calculated target braking pressure is encapsulated as a standard CAN message signal, with a specific message ID and data field defined, and sent to the WCBS via the vehicle network. Upon receiving the signal, the WCBS parses the target braking pressure and inputs it as the desired value into the EHB's pressure closed-loop control algorithm. The controller inside the EHB monitors the actual braking pressure in real time and adjusts the speed and position of the built-in motor using a PID algorithm until the actual pressure matches the target braking pressure.

[0114] Optionally, the vehicle control method further includes:

[0115] Step S151: In response to the risk of vehicle rollback, determine the risk level of rollback based on multiple rotational speeds;

[0116] Step S152: Based on the risk level of runaway, trigger a runaway warning.

[0117] The aforementioned vehicle rollover risk level refers to a grading index quantified based on the severity of the vehicle rollover trend.

[0118] In one optional embodiment, the rollover risk level includes: Level 1, Level 2, and Level 3. Level 1 is "Danger Level," indicating that the rollover has exceeded the safety tolerance range and may cause a collision. Level 2 is "Caution Level," indicating that the rollover continues for a certain period of time or the speed increases, requiring the driver's attention. Level 3 is "Warning Level," indicating that the rollover trend has just been identified.

[0119] In one alternative embodiment, the average value of multiple rotational speeds is calculated, and the runaway risk level is determined based on the average value of the multiple rotational speeds.

[0120] Furthermore, based on the risk level of runaway, a runaway warning is triggered. Different risk levels correspond to warning signals of different intensities and forms, thus achieving tiered alerts.

[0121] Optionally, the runaway risk level can be determined based on multiple speeds, including:

[0122] Step S1511: Determine the rate of change of rotational speed based on multiple rotational speeds;

[0123] Step S1512: Analyze the rate of change of rotational speed using a risk identification model to obtain the risk level of runaway. The risk identification model is a pre-trained classification network model.

[0124] The aforementioned rate of change of speed refers to the rate at which the motor speed changes with time, that is, the first derivative of the speed with respect to time, which is used to quantify the increasing or decreasing trend of the rolling speed.

[0125] Optionally, in the scenario of vehicle rollover, the rotational speed is usually negative (indicating that the motor is being dragged in the opposite direction by the wheels). At this time, the sign and magnitude of the rate of change of rotational speed directly reflect whether the rollover is in a constant speed, accelerating or decelerating state.

[0126] In one alternative embodiment, the rate of change of rotational speed is obtained by differential calculation of multiple rotational speeds.

[0127] Optionally, in order to eliminate the impact of sensor noise on the calculation, the calculation of the rate of change of rotation speed is usually combined with moving average filtering to ensure the smoothness and stability of the input data.

[0128] The aforementioned risk identification model refers to a pre-trained classification network model.

[0129] Optionally, the core function of the risk identification model is to map the input speed change rate feature into discrete slippage risk level labels. The risk identification model is trained using a large number of samples during the training phase. The sample features include the speed change rate, and the labels are expert-defined as "low risk," "medium risk," or "high risk."

[0130] In one alternative embodiment, the risk identification model can employ a lightweight deep neural network structure, such as a multilayer perceptron or random forest, to adapt to the computing resources of the vehicle-mounted embedded controller. Specifically, the preprocessed speed change rate is input into the risk identification model, undergoes nonlinear transformation in the hidden layer, and finally the Softmax function of the output layer outputs the probability distribution of each risk level. The level with the highest probability is taken as the final runaway risk level.

[0131] Optionally, the risk identification model supports offline training. By collecting slippage data under different slopes and vehicle speeds through an on-board simulation platform, a training set is generated, and model training and validation are completed in a laboratory environment to ensure the reliability of the model in terms of generalization ability.

[0132] In the above steps, a risk identification model based on the rate of change of engine speed was introduced, enabling refined and intelligent judgment of the risk level of runaway. By analyzing the rate of change of engine speed through a pre-trained risk identification model, the system can automatically learn the mapping relationship between runaway behavior and risk level under complex operating conditions, overcoming the shortcomings of traditional rule-based algorithms in adapting to changing environmental variables. This data-driven risk assessment mechanism significantly improves the accuracy and robustness of runaway risk judgment, allowing early warning strategies to more accurately match the actual risk level. This avoids excessive alarms due to misjudgment and ensures timely warnings in real high-risk scenarios, thereby enhancing the user's driving experience and the system's intelligence level while ensuring driving safety.

[0133] Optionally, the vehicle rollaway risk levels include: Level 1, Level 2, and Level 3, wherein the probability of rollaway at Level 1 is greater than the probability of rollaway at Level 2, and the probability of rollaway at Level 2 is greater than the probability of rollaway at Level 3. Rollaway warnings include: voice warnings, vibration warnings, and indicator light warnings. Based on the rollaway risk level, triggering a rollaway warning includes:

[0134] Step S1521: In response to the risk level of the vehicle rolling away being Level 1, trigger voice warning, vibration warning and indicator light warning;

[0135] Step S1522: In response to the risk level of the vehicle rolling away being Level 2, a voice warning and a vibration warning are triggered.

[0136] Step S1523: In response to the risk level of the vehicle slipping being Level 3, a voice warning or vibration warning is triggered.

[0137] In one optional embodiment, the risk level of vehicle rollback is divided into three levels: Level 1, Level 2, and Level 3. Level 1 represents the highest risk, with the highest probability of rollback, typically corresponding to steep slopes where the motor has already shown a clear tendency to reverse rotation. Level 2 represents medium risk, with the next lowest probability of rollback, corresponding to moderate slopes or when the rollback tendency is just beginning to emerge. Level 3 represents low risk, with the lowest probability of rollback, corresponding to gentle slopes or when only a very slight rollback tendency exists. This grading mechanism aims to achieve graded early warning and graded control, avoiding triggering the highest intensity intervention under all slope conditions, thereby balancing safety and driving comfort.

[0138] The aforementioned voice warning refers to an audible warning signal emitted through a speaker or buzzer inside the vehicle, designed to attract the driver's attention through the auditory channel.

[0139] Optionally, the voice warning signal may include a specific tone, frequency, volume, and voice content (such as "Please be careful of the car rolling away" or a rapid "beep" sound). Unlike simple prompts, the intensity and frequency of voice warnings should be positively correlated with the risk level.

[0140] In one alternative embodiment, for the third level, a short, monotone alert tone can be triggered at a medium volume that does not interfere with normal conversation inside the vehicle; for the second level, a continuous, bitone or rapid alarm tone can be triggered at a higher volume; and for the first level, a continuous high-frequency alarm or a voice announcement containing a clear instruction can be triggered.

[0141] Optionally, the triggering of voice warnings can be adaptively adjusted based on the in-vehicle noise environment. The in-vehicle microphone array is used to detect the current ambient noise level and dynamically adjust the warning volume to ensure that it can still be clearly perceived when there is high wind noise at high speeds or when music is playing.

[0142] The aforementioned vibration warning refers to a tactile warning signal generated by actuators such as seat vibration motors, steering wheel vibration motors, or seat belt pretensioners.

[0143] The advantage of vibration warning is that the warning signal is not easily masked by auditory background noise and can directly affect the driver's body, giving it a stronger sense of urgency and directionality.

[0144] In one alternative embodiment, for the third level, a low-frequency, slight vibration of the seat back can be triggered to simulate a "tapping" sensation, alerting the driver. For the second level, a continuous high-frequency micro-vibration of the steering wheel or a strong vibration of the seat can be triggered to simulate a "warning" sensation. For the first level, a sudden pretensioning of the seatbelt or a violent vibration of the seat can be triggered, combined with a voice warning, to create a strong tactile impact.

[0145] Optionally, the vibration warning mode can be pulsed, continuous, or modulated. Different vibration waveforms correspond to different risk levels, and drivers can develop a conditioned reflex through long-term training to distinguish between different levels of risk.

[0146] The aforementioned indicator light warnings provide clear indications of risk conditions through optical warning symbols or color changes displayed on the instrument panel or central control screen. Visually, yellow or red is typically used to indicate warnings and dangers.

[0147] In one alternative embodiment, for the third level, a yellow "Hill Start Assist" or "Roll Back Prevention" icon can be displayed on the dashboard, accompanied by a flashing effect, to remind the driver that the roll back prevention intervention is in effect. For the second level, the icon can be changed to red, or the text "Roll Back Prevention Risk" can be added, and the flashing frequency can be increased. For the first level, a full-screen red warning box or a flashing "Emergency Braking" icon can be triggered, forcing the driver's attention to the risk area.

[0148] For example, if a tendency for the vehicle to roll backwards is detected during the shift to D gear, the gear indicator on the instrument panel will be highlighted and flashed to intuitively inform the driver that there is a risk in the current gear shifting process.

[0149] Optionally, when the risk level of vehicle rollover is Level 1, a voice warning, a vibration warning, and an indicator light warning are triggered. That is, when it is determined that the current situation is at the highest risk of vehicle rollover, all three warning channels are activated simultaneously to force the driver's attention with the strongest multimodal signal, usually accompanied by the highest level of control strategy.

[0150] For example, when the risk level of vehicle rollover is determined to be Level 1, trigger commands are simultaneously sent to the audio controller, vibration controller, and display controller. The audio controller, according to a preset Level 1 audio strategy, drives the speaker to emit a warning tone at a specific frequency and volume. The vibration controller, according to a Level 1 vibration strategy, drives the seat or steering wheel vibration motor to generate slight tactile feedback. The display controller, according to a Level 1 visual strategy, illuminates a yellow warning icon or text on the instrument panel. In an optional embodiment, the warnings from the three channels are triggered simultaneously to form a multi-sensory synergistic alert, or triggered in a specific time-delay sequence (e.g., visual first, then auditory, then tactile) to optimize the user experience and avoid information overload.

[0151] Optionally, when the risk level of the vehicle rolling away is Level 2, both voice and vibration warnings are triggered. That is, when it is determined that the current state is at a medium risk of vehicle rolling away, both voice and vibration warning channels are activated.

[0152] Optionally, when the risk level of vehicle rollover is level three, a voice warning or vibration warning is triggered. That is, when it is determined that the current state is at the lowest risk of vehicle rollover, only one of the warning channels, voice warning and vibration warning, is activated to provide a single-modal signal, while a slight control strategy is used to keep the vehicle stationary.

[0153] The above steps established a tiered early warning mechanism based on the risk level of vehicle rollback. This tiered early warning mechanism not only achieves precise responses at different risk levels, from low to high, avoiding the problems of a single early warning strategy being too disruptive at low risk and insufficiently responsive at high risk, but also improves the robustness of the warnings and driver acceptance through the synergy and complementarity of multiple sensory channels (hearing, touch, and vision). Especially in high-risk scenarios, by flexibly selecting the most effective early warning method, it ensures the effective delivery of warning information in complex driving environments, thereby effectively reducing rollback accidents during gear shifts on slopes and improving overall vehicle safety and user experience.

[0154] Optionally, Figure 2 This is a flowchart illustrating a vehicle control method according to an embodiment of this application, such as... Figure 2 As shown, the vehicle control method includes: when the motor speed is less than 0 and the slope is less than 5%, the motor controller performs slope shifting anti-rollback control; when the motor speed is less than 0 and the slope is greater than or equal to 5%, the linear chassis braking system performs slope shifting anti-rollback control. The slope is obtained through a slope sensor.

[0155] Optionally, Figure 3 This is a system architecture diagram of a vehicle control system according to an embodiment of this application, such as... Figure 3As shown, the vehicle control system includes: a slope sensor, a vehicle controller, a motor controller, a linear chassis braking system, and an electro-hydraulic braking system.

[0156] Optionally, the vehicle controller receives the gear position signal and the slope sensor signal, and determines whether the vehicle is rolling backward based on the current gear position signal and the slope value.

[0157] Optionally, when the vehicle is on a slope with a gradient of less than 5%, the brake is applied to initiate a gear shift, with the target gear being D. If the motor speed is negative and the duration exceeds 100 milliseconds (calibrable), it is considered that the vehicle is showing signs of rolling backward. At this point, the vehicle controller sends the torque calculated based on the slope to the motor controller, which then applies internal gradient loading to the maximum value to prevent the vehicle from rolling backward.

[0158] Optionally, when the vehicle is on a slope with a gradient greater than 5%, the brake is applied to initiate a gear shift, with the target gear being D. If the motor speed is negative and the duration exceeds 100 milliseconds (calibrable), it is considered that the vehicle is showing signs of rolling backward. At this point, the vehicle controller sends the required braking pressure to the linear chassis braking system based on the slope value. The linear chassis braking system then sends the hydraulic pressure value to the electro-hydraulic braking system, initiating hydraulic intervention to prevent the vehicle from rolling backward.

[0159] Optionally, compared with the prior art, the embodiments of this application send instructions to different controllers according to different slopes, and use the execution speed of each controller to establish torque and hydraulic pressure respectively, thereby realizing the control of torque and hydraulic pressure without interference, thereby reducing the vehicle's slippage phenomenon, and without increasing hardware costs.

[0160] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0161] According to an embodiment of this application, a system embodiment of a vehicle control system is provided. It should be noted that this system can be used to execute the above-described vehicle control method.

[0162] According to another aspect of the embodiments of this application, a vehicle control system is also provided. Figure 4 This is a structural block diagram of a vehicle control system according to an embodiment of this application, such as... Figure 4As shown, the vehicle control system 400 includes: an acquisition module 401, used to acquire slope information, gear information, and motor operating status information corresponding to the vehicle, wherein the slope information is used to characterize the slope angle of the current road where the vehicle is located; a first determination module 402, used to determine the current state of the vehicle based on the slope information and gear information; a judgment module 403, used to determine the risk of vehicle rollback based on the motor operating status information in response to the current state being a slope shifting state, and obtain a judgment result; a second determination module 404, used to determine the target control strategy corresponding to the slope angle based on the slope information in response to the judgment result indicating that the vehicle has a risk of rollback; and an execution module 405, used to drive the vehicle to perform the target anti-rollback action according to the target control strategy.

[0163] Optionally, the gear information includes: the target gear to be switched to, and the first determining module 402 is further used to: determine whether the vehicle meets the target conditions based on the slope information and the gear information, wherein the target conditions include: the slope angle is greater than a preset angle threshold and the target gear is a forward gear; in response to the vehicle meeting the target conditions, determine that the current state of the vehicle is a slope shifting state.

[0164] Optionally, the motor operating status information includes: the current speed of the motor. The determination module 403 is also used to: start a timer to count the time in response to the current speed being less than a preset speed threshold, and obtain multiple speeds of the motor within the counting time; and determine that there is a risk of the vehicle rolling away in response to each of the multiple speeds being less than the preset speed threshold.

[0165] Optionally, the target control strategy includes: a first control strategy, and the second determining module 404 is further configured to: in response to a slope angle being less than a slope threshold, determine a target torque based on the slope angle; and generate the first control strategy based on the target torque.

[0166] Optionally, the target control strategy further includes: a second control strategy, and the second determining module 404 is further configured to: in response to a slope angle greater than a slope threshold, determine a target braking pressure based on the slope angle; and generate a second control strategy based on the target braking pressure.

[0167] Optionally, the vehicle control system 400 further includes: a warning module (not shown in the figure), which is also used to: determine the risk level of the vehicle runaway based on multiple speeds in response to the risk of the vehicle running away; and trigger a runaway warning based on the risk level of the runaway.

[0168] Optionally, the early warning module is also used to: determine the rate of change of rotational speed based on multiple rotational speeds; and analyze the rate of change of rotational speed using a risk identification model to obtain the risk level of runaway, wherein the risk identification model is a pre-trained classification network model.

[0169] Optionally, the vehicle rollaway risk levels include: Level 1, Level 2, and Level 3, wherein the probability of rollaway corresponding to Level 1 is greater than the probability of rollaway corresponding to Level 2, and the probability of rollaway corresponding to Level 2 is greater than the probability of rollaway corresponding to Level 3. The vehicle rollaway warning includes: voice warning, vibration warning, and indicator light warning. The warning module is also used to: trigger voice warning, vibration warning, and indicator light warning in response to a vehicle rollaway risk level of Level 1; trigger voice warning and vibration warning in response to a vehicle rollaway risk level of Level 2; and trigger either voice warning or vibration warning in response to a vehicle rollaway risk level of Level 3.

[0170] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0171] Optionally, Figure 5 This is a schematic diagram of a vehicle according to an embodiment of this application, such as... Figure 5 As shown, the vehicle 500 may include a memory 510 and a processor 520, wherein the memory 510 is used to store an executable program; and the processor 520 is used to run the program stored in the memory 510, and the program executes the methods in various embodiments of this application when it runs.

[0172] Optionally, in this embodiment, the executable program performs the following steps when it runs:

[0173] Step S10: Obtain the slope information, gear information and motor operating status information corresponding to the vehicle, wherein the slope information is used to characterize the slope angle of the current road where the vehicle is located;

[0174] Step S11: Determine the current state of the vehicle based on the slope information and gear information;

[0175] Step S12: In response to the current state being the slope shifting state, the risk of vehicle rollover is assessed based on the motor operating status information, and the assessment result is obtained.

[0176] Step S13: In response to the judgment result indicating that the vehicle has a risk of rolling away, the target control strategy corresponding to the slope angle is determined based on the slope information.

[0177] Step S14: Drive the vehicle to perform the target anti-rollover action according to the target control strategy.

[0178] Optionally, the gear information includes: the target gear to be switched to. When the above executable program runs, it performs the following steps: based on the slope information and gear information, it determines whether the vehicle meets the target conditions, wherein the target conditions include: the slope angle is greater than a preset angle threshold and the target gear is a forward gear; in response to the vehicle meeting the target conditions, it determines that the current state of the vehicle is a slope shifting state.

[0179] Optionally, the motor operating status information includes: the current speed of the motor. When the above executable program runs, it performs the following steps: in response to the current speed being less than a preset speed threshold, a timer is started to count, and multiple speeds of the motor within the counting time are obtained; in response to each of the multiple speeds being less than the preset speed threshold, it is determined that there is a risk of the vehicle rolling away.

[0180] Optionally, the target control strategy includes: a first control strategy, wherein the executable program performs the following steps when running: in response to a slope angle less than a slope threshold, determining a target torque based on the slope angle; and generating a first control strategy based on the target torque.

[0181] Optionally, the target control strategy further includes: a second control strategy, wherein the executable program performs the following steps when running: in response to a slope angle greater than a slope threshold, determining a target braking pressure based on the slope angle; and generating a second control strategy based on the target braking pressure.

[0182] Optionally, the executable program performs the following steps when it runs: in response to the risk of vehicle rollaway, determines the rollaway risk level based on multiple speeds; and triggers a rollaway warning based on the rollaway risk level.

[0183] Optionally, the executable program performs the following steps when it runs: determining the rate of change of rotational speed based on multiple rotational speeds; and analyzing the rate of change of rotational speed using a risk identification model to obtain the risk level of runaway, wherein the risk identification model is a pre-trained classification network model.

[0184] Optionally, the vehicle rollaway risk levels include: Level 1, Level 2, and Level 3, wherein the probability of rollaway corresponding to Level 1 is greater than the probability of rollaway corresponding to Level 2, and the probability of rollaway corresponding to Level 2 is greater than the probability of rollaway corresponding to Level 3. The vehicle rollaway warning includes: voice warning, vibration warning, and indicator light warning. When the executable program runs, it performs the following steps: in response to the vehicle rollaway risk level being Level 1, triggering the voice warning, vibration warning, and indicator light warning; in response to the vehicle rollaway risk level being Level 2, triggering the voice warning and vibration warning; in response to the vehicle rollaway risk level being Level 3, triggering either the voice warning or the vibration warning.

[0185] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0186] Optionally, in this embodiment, the executable program can be configured to store an executable program for performing the following steps:

[0187] Step S10: Obtain the slope information, gear information and motor operating status information corresponding to the vehicle, wherein the slope information is used to characterize the slope angle of the current road where the vehicle is located;

[0188] Step S11: Determine the current state of the vehicle based on the slope information and gear information;

[0189] Step S12: In response to the current state being the slope shifting state, the risk of vehicle rollover is assessed based on the motor operating status information, and the assessment result is obtained.

[0190] Step S13: In response to the judgment result indicating that the vehicle has a risk of rolling away, the target control strategy corresponding to the slope angle is determined based on the slope information.

[0191] Step S14: Drive the vehicle to perform the target anti-rollover action according to the target control strategy.

[0192] Optionally, the gear information includes: the target gear to be switched to, and the executable program can be configured to store an executable program for performing the following steps: determining whether the vehicle meets the target conditions based on the slope information and gear information, wherein the target conditions include: the slope angle is greater than a preset angle threshold, and the target gear is a forward gear; in response to the vehicle meeting the target conditions, determining that the current state of the vehicle is a slope shifting state.

[0193] Optionally, the motor operating status information includes: the current speed of the motor, and the above-mentioned executable program can be configured to store an executable program for performing the following steps: in response to the current speed being less than a preset speed threshold, start a timer to count, and obtain multiple speeds of the motor within the counting time; in response to each of the multiple speeds being less than the preset speed threshold, determine that the vehicle has a risk of rolling away.

[0194] Optionally, the target control strategy includes: a first control strategy, wherein the executable program can be configured to store an executable program for performing the following steps: in response to a slope angle being less than a slope threshold, determining a target torque based on the slope angle; and generating a first control strategy based on the target torque.

[0195] Optionally, the target control strategy further includes: a second control strategy, wherein the executable program can be configured to store an executable program for performing the following steps: in response to a slope angle greater than a slope threshold, determining a target braking pressure based on the slope angle; and generating a second control strategy based on the target braking pressure.

[0196] Optionally, the executable program can be configured to store an executable program for performing the following steps: in response to the risk of vehicle rollover, determining the rollover risk level based on multiple rotational speeds; and triggering a rollover warning based on the rollover risk level.

[0197] Optionally, the executable program can be configured to store an executable program for performing the following steps: determining the rate of change of rotational speed based on multiple rotational speeds; and analyzing the rate of change of rotational speed using a risk identification model to obtain the runaway risk level, wherein the risk identification model is a pre-trained classification network model.

[0198] Optionally, the vehicle rollaway risk levels include: Level 1, Level 2, and Level 3, wherein the first vehicle rollaway probability corresponding to Level 1 is greater than the second vehicle rollaway probability corresponding to Level 2, and the second vehicle rollaway probability is greater than the third vehicle rollaway probability corresponding to Level 3. The vehicle rollaway warning includes: voice warning, vibration warning, and indicator light warning. The executable program can be configured to store an executable program for performing the following steps: in response to the vehicle rollaway risk level being Level 1, triggering the voice warning, vibration warning, and indicator light warning; in response to the vehicle rollaway risk level being Level 2, triggering the voice warning and vibration warning; in response to the vehicle rollaway risk level being Level 3, triggering either the voice warning or the vibration warning.

[0199] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0200] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium for storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0201] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods described in the various embodiments of this application.

[0202] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0203] In this application, "multiple" refers to two or more.

[0204] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0205] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0206] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0207] In the embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0208] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0209] Furthermore, the functional units in the various embodiments of this application 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.

[0210] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0211] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, include: Obtain the vehicle's corresponding slope information, gear information, and motor operating status information, wherein the slope information is used to characterize the slope angle of the current road where the vehicle is located; Based on the slope information and the gear information, the current state of the vehicle is determined; In response to the current state being a ramp shifting state, the risk of the vehicle rolling away is assessed based on the motor operating status information, and a assessment result is obtained. In response to the determination result indicating that the vehicle is at risk of rolling away, a target control strategy corresponding to the slope angle is determined based on the slope information. According to the target control strategy, the vehicle is driven to perform the target anti-rollover action.

2. The vehicle control method according to claim 1, characterized in that, The gear information includes: the target gear to be switched to; and based on the slope information and the gear information, determining the current state of the vehicle includes: Based on the slope information and the gear information, it is determined whether the vehicle meets the target conditions, wherein the target conditions include: the slope angle is greater than a preset angle threshold, and the target gear is a forward gear; In response to the vehicle meeting the target condition, the current state of the vehicle is determined to be the ramp shift state.

3. The vehicle control method according to claim 1, characterized in that, The motor operating status information includes: the current speed of the motor. Based on the motor operating status information, the risk of the vehicle rolling away is assessed, and the assessment result is obtained, including: In response to the current rotational speed being less than a preset rotational speed threshold, a timer is started to count down and multiple rotational speeds of the motor are acquired within the counting time. If any of the plurality of rotational speeds is less than the preset rotational speed threshold, it is determined that the vehicle is at risk of rolling away.

4. The vehicle control method according to claim 1, characterized in that, The target control strategy includes: a first control strategy, which determines the target control strategy corresponding to the slope angle based on the slope information, including: In response to the slope angle being less than a slope threshold, a target torque is determined based on the slope angle; The first control strategy is generated based on the target torque.

5. The vehicle control method according to claim 4, characterized in that, The target control strategy further includes: a second control strategy, which determines the target control strategy corresponding to the slope angle based on the slope information, including: In response to the slope angle being greater than the slope threshold, a target braking pressure is determined based on the slope angle; The second control strategy is generated based on the target braking pressure.

6. The vehicle control method according to claim 3, characterized in that, The vehicle control method further includes: In response to the risk of the vehicle rolling away, the risk level of rolling away is determined based on the multiple rotational speeds; Based on the aforementioned risk level of runaway, a runaway warning is triggered.

7. The vehicle control method according to claim 6, characterized in that, Based on the multiple rotational speeds, the risk level of runaway is determined, including: Based on the multiple rotational speeds, determine the rate of change of rotational speed; The risk identification model is used to analyze the rate of change of rotational speed to obtain the risk level of runaway. The risk identification model is a pre-trained classification network model.

8. The vehicle control method according to claim 6, characterized in that, The vehicle rollaway risk levels include: Level 1, Level 2, and Level 3, wherein the probability of rollaway corresponding to Level 1 is greater than the probability of rollaway corresponding to Level 2, and the probability of rollaway corresponding to Level 2 is greater than the probability of rollaway corresponding to Level 3. The vehicle rollaway warning includes: voice warning, vibration warning, and indicator light warning. Triggering the vehicle rollaway warning based on the vehicle rollaway risk levels includes: In response to the risk level of the vehicle slippage being the first level, the voice warning, the vibration warning, and the indicator light warning are triggered. In response to the risk level of the vehicle slippage being the second level, the voice warning and the vibration warning are triggered. In response to the risk level of the vehicle slipping being the third level, the voice warning or the vibration warning is triggered.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the executable program, wherein the executable program, when running, performs the vehicle control method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the computer-readable storage medium is located to perform the vehicle control method according to any one of claims 1 to 8.

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