Vehicle control method, vehicle

Abstract

The application relates to a vehicle control method and a vehicle, and relates to the technical field of vehicle control.The method comprises the following steps: obtaining a slope-based pre-judgment trigger condition, generating a ramp pre-downshift working condition access signal in the case that the pre-judgment trigger condition meets a preset access condition; obtaining a vehicle system operation mode and an actual gear position; outputting a ramp pre-downshift execution instruction in the case that the ramp pre-downshift working condition access signal is generated and the system operation mode and the actual gear position meet a preset execution condition; and obtaining a whole vehicle target gear position and a pre-downshift gear position in the case that the ramp pre-downshift execution instruction is output, and controlling the vehicle to correct the target gear position to the pre-downshift gear position. The driving motor is kept in a high-efficiency rotating speed interval, the problem that the motor rotating speed is limited and power is insufficient when a high gear position climbs a slope is avoided from the source, the battery discharge peak value and the SOC consumption rate are effectively reduced, the trigger of the power protection forced speed limiting is avoided, and the power protection capability, the driving stability and the driving safety of the vehicle on a complex steep slope road are greatly improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more particularly to a vehicle control method and a vehicle. Background Technology

[0002] New energy hybrid vehicles are one of the core directions of current automotive technology development. Complex road conditions such as continuous long slopes, high altitudes, and steep gradients in mountainous areas represent the extreme application scenarios of vehicle power systems and energy management, posing a severe challenge to the vehicle's range and driving safety.

[0003] When climbing hills in high gear, the drive motor of current mainstream hybrid vehicles is easily limited by the maximum safe speed, and cannot output sufficient torque to maintain the target speed. Even if the engine is at its maximum power output, the speed cannot be effectively increased due to the excessively large transmission ratio, making it difficult for the whole vehicle system to meet the power requirements for hill driving.

[0004] The above operating conditions will cause the battery discharge rate to rise sharply and the SOC (State of Charge) to drop rapidly, which can easily trigger the vehicle's power protection mechanism and impose a mandatory speed limit. This not only affects the smoothness of the vehicle's driving, but also significantly reduces the safety of driving on mountain slopes. Summary of the Invention

[0005] To address the technical problem of hybrid vehicles experiencing a rapid increase in battery discharge rate and a rapid decrease in SOC due to excessive drive motor load during high-gear hill climbing, which easily triggers the vehicle's power protection mechanism and imposes forced speed limiting, this application provides a vehicle control method, device, vehicle, and storage medium. The specific technical solution is as follows: In a first aspect of this application, a vehicle control method is provided, the method comprising: Obtain the predicted triggering conditions based on the slope, and generate the slope pre-down gear condition access signal when the predicted triggering conditions meet the preset access conditions; Obtain the vehicle system operating mode and actual gear position; When the ramp pre-down gear condition access signal is generated, and the system operation mode and actual gear position meet the preset execution conditions, the ramp pre-down gear execution command is output. When the pre-downshift command is executed on the slope, the target gear and the pre-downshift gear of the vehicle are obtained, and the vehicle is controlled to correct the target gear to the pre-downshift gear.

[0006] In an optional implementation, the slope-based prediction triggering condition includes a first prediction triggering condition based on historical slope or a second prediction triggering condition based on the current slope. When the predicted triggering condition meets the preset access condition, the generation of the ramp pre-down gear access signal includes: If the first predicted triggering condition meets the preset access condition, a ramp pre-down gear access signal is generated. or, When the second prediction triggering condition meets the preset access condition, a ramp pre-down gear access signal is generated.

[0007] In an optional implementation, the first predictive triggering condition based on historical gradient includes the average gradient of the historical mileage traveled, the state of charge of the energy storage device, vehicle speed, and accelerator pedal opening. The step of generating a ramp pre-downshift condition access signal when the first predicted triggering condition meets the preset access condition includes: A ramp pre-drop condition access signal is generated when all of the following conditions are met simultaneously: The average slope is greater than a preset slope threshold; The energy storage device's state of charge is less than a preset first charge threshold and greater than a preset second charge threshold, wherein the preset first charge threshold is greater than the preset second charge threshold. The vehicle speed is within a preset speed range; The accelerator pedal opening degree is greater than a preset opening threshold.

[0008] In an optional implementation, the preset first charge threshold and the preset second charge threshold are determined in the following way: Obtain the current driving mode, the current ambient temperature, and a first mapping table, wherein the first mapping table records the first mapping relationship between the driving mode, the ambient temperature, and a first basic threshold and a second basic threshold; Based on the first mapping relationship, find the first basic threshold and the second basic threshold corresponding to the current driving mode and the current ambient temperature; Obtain the current atmospheric pressure and a second mapping table, the second mapping table recording the second mapping relationship between atmospheric pressure and threshold correction factor; find the threshold correction factor corresponding to the current atmospheric pressure according to the second mapping relationship; use the threshold correction factor to correct the first basic threshold to obtain a preset first charge threshold. The second basic threshold is determined as the preset second charge threshold.

[0009] In one optional implementation, the second predictive triggering condition based on the current slope includes the current slope, the state of charge of the energy storage device, the vehicle speed, and the accelerator pedal opening. The step of generating a ramp pre-downshift condition access signal when the second predicted triggering condition meets the preset access condition includes: A ramp pre-drop condition access signal is generated when all of the following conditions are met simultaneously: The current slope is greater than a preset slope threshold and the duration is greater than a preset duration threshold; The state of charge of the energy storage device is less than a preset first charge threshold. The vehicle speed is within a preset speed range; The accelerator pedal opening degree is greater than a preset opening threshold.

[0010] In an optional implementation, the method further includes: If the first predicted triggering condition does not meet the preset access condition and the second predicted triggering condition does not meet the preset access condition, no ramp pre-down gear access signal will be generated.

[0011] In one optional implementation, the first predicted triggering condition includes the average gradient of the historical mileage traveled, the state of charge of the energy storage device, vehicle speed, and accelerator pedal opening. If the first predicted triggering condition does not meet the preset access condition, it includes: The average slope is less than or equal to a preset slope threshold and the duration is greater than a preset duration threshold; or, the state of charge of the energy storage device is greater than or equal to a preset first charge threshold; or, the state of charge of the energy storage device is less than or equal to a preset second charge threshold; or, the vehicle speed is not within a preset vehicle speed range; or, the accelerator pedal opening is less than or equal to a preset opening threshold. The second predictive triggering condition includes the current slope, the state of charge of the energy storage device, vehicle speed, and accelerator pedal opening. If the second predictive triggering condition does not meet the preset access conditions, it includes: The current slope is less than or equal to the preset slope threshold, or the energy storage device's state of charge is greater than or equal to the preset first state of charge threshold, or the energy storage device's state of charge is less than or equal to the preset second state of charge threshold, or the vehicle speed is not within the preset vehicle speed range, or the accelerator pedal opening is less than or equal to the preset opening threshold.

[0012] In one optional implementation, the system operation mode includes the actual system operation mode and the target system operation mode; When the ramp pre-down gear condition access signal is generated, and the system operation mode and actual gear position meet the preset execution conditions, the ramp pre-down gear execution command is output, including: When the ramp pre-down gear condition access signal is generated, and both the actual system operation mode and the target system operation mode are preset calibration modes, and the actual gear is a preset calibration gear, the ramp pre-down gear execution command is output.

[0013] In an optional implementation, the method further includes: The ramp pre-downshift command will not be output if any of the following conditions are met: The ramp pre-drop condition access signal is not generated; The actual system operation mode is not the preset calibration mode; The target system's operating mode is not the preset calibration mode; The actual gear is not the preset calibrated gear.

[0014] In an optional implementation, when the ramp pre-downshift command is output, the method further includes: Keep the target system in the preset calibration mode.

[0015] In a second aspect of this application, a vehicle control device is also provided, the device comprising: The signal generation module is used to obtain the predicted triggering conditions based on the slope, and generate the slope pre-down gear condition access signal when the predicted triggering conditions meet the preset access conditions. The mode and gear acquisition module is used to acquire the vehicle system's operating mode and actual gear position. The instruction generation module is used to output a ramp pre-down gear execution instruction when the ramp pre-down gear condition access signal is generated and the system operation mode and actual gear position meet the preset execution conditions. The gear correction module is used to obtain the target gear and the pre-downshift gear of the vehicle when the pre-downshift command is executed on a slope, and to control the vehicle to correct the target gear to the pre-downshift gear.

[0016] In a third aspect of the embodiments of this application, a vehicle is also provided, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; The processor, when executing a program stored in memory, implements any of the vehicle control methods described in the first aspect above.

[0017] In a fourth aspect of the embodiments of this application, a storage medium is also provided, the storage medium storing instructions that, when run on a computer, cause the computer to execute any of the vehicle control methods described in the first aspect above.

[0018] In a fifth aspect of the embodiments of this application, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to perform any of the vehicle control methods described above.

[0019] The technical solution provided in this application embodiment obtains a slope-based predicted triggering condition, and generates a slope pre-downshift condition access signal when the predicted triggering condition meets the preset access condition. It also obtains the vehicle system operation mode and actual gear position. When the slope pre-downshift condition access signal is generated and the system operation mode and actual gear position meet the preset execution condition, it outputs a slope pre-downshift execution command. When the slope pre-downshift execution command is output, it obtains the vehicle's target gear and pre-downshift gear position, and controls the vehicle to correct the target gear to the pre-downshift gear.

[0020] By predicting the slope and generating a pre-downshift condition access signal in advance, and combining the vehicle system operation mode with the actual gear position to complete the execution verification, the target gear of the whole vehicle is actively corrected to the pre-downshift gear, so that the drive motor is kept in the high-efficiency speed range. This avoids the problem of motor speed limitation and insufficient power when climbing in high gear from the source, effectively reduces the peak battery discharge and SOC consumption rate, avoids triggering the power protection to force speed limit, and greatly improves the vehicle's power preservation capability, driving stability and driving safety under complex steep road conditions. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0022] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0024] Figure 1 This is a schematic diagram illustrating the implementation process of a vehicle control method in an embodiment of this application; Figure 2 This is a schematic diagram illustrating the implementation process of another vehicle control method shown in the embodiments of this application; Figure 3 This is a schematic diagram illustrating the implementation process of a method for determining a preset first charge threshold and a preset second charge threshold, as shown in an embodiment of this application. Figure 4 This is a schematic diagram of the structure of a vehicle control device shown in an embodiment of this application; Figure 5This is a schematic diagram of the structure of a vehicle shown in an embodiment of this application. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0027] New energy hybrid vehicles are one of the core directions of current automotive technology development. Complex road conditions such as continuous long slopes, high altitudes, and steep gradients in mountainous areas represent the extreme application scenarios of vehicle power systems and energy management, posing a severe challenge to the vehicle's range and driving safety.

[0028] When climbing hills in high gear, the drive motor of current mainstream hybrid vehicles is easily limited by the maximum safe speed, and cannot output sufficient torque to maintain the target speed. Even if the engine is at its maximum power output, the speed cannot be effectively increased due to the excessively large transmission ratio, making it difficult for the whole vehicle system to meet the power requirements for hill driving.

[0029] The above operating conditions will cause the battery discharge rate to rise sharply and the SOC (State of Charge) to drop rapidly, which can easily trigger the vehicle's power protection mechanism and impose a mandatory speed limit. This not only affects the smoothness of the vehicle's driving, but also significantly reduces the safety of driving on mountain slopes.

[0030] To address the common technical pain points in the industry, the R&D team combined simulation modeling and real-vehicle calibration tests in high-altitude mountainous areas to complete multiple rounds of solution iterations: Initially, only a single real-time slope trigger for downshifting was used, which had defects such as false triggering, failure under high, low temperature and high altitude conditions, and shifting jerks in different hybrid modes. To address these issues, historical slope prediction was added, and multiple environmental parameters were adaptively corrected to adjust the SOC threshold. A two-level hierarchical judgment architecture was built and the system operation mode was locked, ultimately forming the slope pre-downshifting control strategy of this application. Existing technologies rely solely on a single-level switch quantity to control shifting, lacking multi-dimensional road condition recognition and hierarchical verification mechanisms, resulting in poor adaptability to operating conditions. This application can pre-adjust the target gear, reducing battery peak discharge at the source and solving the defects of existing solutions.

[0031] This application discloses a vehicle control method that adopts a two-stage progressive judgment control link. First, steep slope conditions are identified through two paths: historical average driving slope and real-time vehicle slope. Then, multi-condition coupling judgment is performed by combining the battery SOC range (adaptively corrected for temperature, altitude, and air pressure), vehicle speed, and throttle power demand to generate a slope pre-downshift condition access signal, completing the pre-screening of steep slope scenarios. Next, the vehicle system operating mode and the real-time actual gear position of the transmission are simultaneously collected to verify whether the current power system operating state meets the shift execution conditions. If the verification is successful, a slope pre-downshift execution command is output. Upon receiving the execution command, the controller reads the target gear generated by the vehicle's dynamic planning and the dedicated pre-downshift gear calibrated during the development phase, forcibly correcting the vehicle's target gear to the calibrated pre-downshift gear. Simultaneously, the vehicle system operating mode is locked throughout the process to maintain the preset calibration mode, achieving predictive slope pre-downshift control.

[0032] This solution relies on the collaborative logic of layered judgment, adaptive correction of multiple environmental parameters, and coordinated shifting with power mode lock-up to enable the drive motor to operate stably in the high-efficiency torque output speed range, reduce the peak instantaneous discharge of the battery during the climbing process, slow down the SOC consumption rate, avoid the vehicle triggering the power-saving forced speed limit, and significantly improve the vehicle's power-saving capability, driving smoothness and driving safety under complex steep road conditions.

[0033] Based on the above inventive concept, such as Figure 1 The diagram shown is a schematic representation of the implementation flow of a vehicle control method provided in this application. This method is applied to a vehicle and may specifically include the following steps: S101, obtain the predicted triggering conditions based on the slope, and generate the slope pre-downshift condition access signal when the predicted triggering conditions meet the preset access conditions.

[0034] In this embodiment of the application, this step is the pre-triggering link of the slope pre-downshifting function. The core is to actively predict the steep slope condition through slope data, and generate the slope pre-downshifting condition access signal when the preset access conditions are met, as follows.

[0035] Obtain slope-based predictive trigger conditions. This involves collecting historical average slope data or current real-time slope data from a high-precision map of the vehicle, and simultaneously acquiring supporting parameters such as the SOC of the energy storage device, vehicle speed, and accelerator pedal opening to form slope predictive trigger conditions.

[0036] Execution condition determination: According to preset rules, determine whether the slope-based prediction triggering conditions meet the preset admission conditions.

[0037] Generate a slope pre-down gear condition access signal: When all the requirements of any combination are met, a slope pre-down gear condition access signal is generated, and a signal of "steep slope identified, pre-down gear allowed" is sent to the vehicle controller to prepare for subsequent function enablement and downshift operation.

[0038] It should be noted that the above steps involve "identifying steep slopes and approving the start" in advance, so that the vehicle is prepared to downshift before climbing the steep slope, rather than passively dealing with the situation after the vehicle loses power while climbing.

[0039] S102, obtain the vehicle system operating mode and actual gear position.

[0040] In this embodiment of the application, this step is the working condition verification preparation step of the ramp pre-downshift function. The core is to collect the vehicle's current key operating status parameters in order to determine whether pre-downshift can be performed later, as follows.

[0041] Core parameters are collected. Two key pieces of information are acquired in real time: first, the vehicle system operating mode (e.g., power split, direct drive, etc.); and second, the vehicle's actual gear position (e.g., the actual gear position of the transmission). This provides a precise basis for subsequent verification of "whether the preset execution conditions are met," ensuring that subsequent downshifting operations are only allowed when the vehicle is in the system operating mode and gear position appropriate for pre-downshifting, thus avoiding accidental function triggering.

[0042] S103, when the ramp pre-down gear condition access signal is generated and the system operation mode and actual gear position meet the preset execution conditions, outputs the ramp pre-down gear execution command.

[0043] In this embodiment of the application, this step is the final access verification and instruction output stage of the ramp pre-downshift function. It is a key check step from "pre-judgment qualified" to "allowing downshift execution", as detailed below.

[0044] First, the hill start pre-down gear condition access signal has been generated (the slope prediction has determined that a steep slope is about to be entered). Then, the vehicle system operation mode and actual gear are strictly checked to see if they meet the preset execution conditions (such as power split mode or direct drive mode, and the actual gear is the calibrated gear, such as 2nd gear).

[0045] When both prerequisites are met, the hill-start pre-downshift execution command is output, sending the final command to the vehicle control unit (VCU) to execute the pre-downshift. By ensuring compliance with operating conditions, it is ensured that pre-downshift is triggered only when the vehicle is in the appropriate operating condition, avoiding malfunctions and guaranteeing safe, accurate, and effective downshift control.

[0046] S104, when the slope pre-down gear execution command is output, obtains the target gear and pre-down gear of the vehicle, and controls the vehicle to correct the target gear to the pre-down gear.

[0047] In this embodiment of the application, this step is the final execution stage of the slope pre-down gear function. After all the pre-judgments and working condition verifications are passed and the instructions are generated, the vehicle controller (VCU) executes the core control action: obtains the vehicle target gear and the pre-down gear, actively corrects the vehicle target gear to the pre-down gear adapted to the steep slope, such as a preset low gear (e.g., 1st gear), and completes the pre-down gear control.

[0048] By shifting the target gear to the pre-downshift gear in advance, the transmission ratio can be reduced, allowing the drive motor to avoid the maximum safe speed limit and enter the high-efficiency torque output range. This fundamentally solves the problems of insufficient power for climbing in high gears and high-current battery discharge, achieving active power preservation and stable driving in steep slope conditions.

[0049] Furthermore, in this embodiment, the slope-based predictive triggering conditions include a first predictive triggering condition based on historical slopes or a second predictive triggering condition based on the current slope. If either of these conditions satisfies a preset access condition, a slope pre-down gear condition access signal is generated. The system operation modes include an actual system operation mode and a target system operation mode. When the slope pre-down gear condition access signal is generated, and both the actual system operation mode and the target system operation mode are preset calibration modes (including power split mode or direct drive mode), and the actual gear is the preset calibration gear, a slope pre-down gear execution command is output.

[0050] Based on this, such as Figure 2 The diagram shown illustrates the implementation flow of another vehicle control method provided in this application. This method is applied to a vehicle and may specifically include the following steps: S201, obtain the first predictive trigger condition based on historical slope or the second predictive trigger condition based on current slope.

[0051] In this embodiment of the application, this step is to collect slope prediction basis for the ramp pre-drop function. The triggering condition is obtained through "historical slope prediction or current slope real-time detection", which provides accurate data support for the subsequent generation of ramp pre-drop condition access signal, as detailed below.

[0052] The system acquires the first predictive trigger condition based on historical slope data. This involves collecting slope data of the road sections already traveled by the vehicle, calculating the average slope within a fixed mileage, and simultaneously acquiring parameters such as the SOC of the energy storage device, vehicle speed, and accelerator pedal opening to predict in advance whether a steep slope is about to appear.

[0053] Alternatively, a second predictive trigger condition based on the current slope can be obtained. This involves collecting the real-time slope of the vehicle's current location and combining it with parameters such as slope duration, energy storage device SOC, vehicle speed, and accelerator pedal opening to confirm in real time whether the vehicle has entered a steep slope condition.

[0054] By setting up a parallel or logical judgment mechanism with a first prediction trigger condition based on historical average slope and a second prediction trigger condition based on real-time slope, it can not only predict long uphill trends in advance and achieve pre-identification based on historical driving slope, but also capture sudden steep slopes in real time through real-time slope. The two identification paths complement each other, effectively solving the problems of recognition lag and scene omission in single slope identification. It takes into account both the foresight of prediction and the real-time response of working conditions, and can generate the slope pre-downshift working condition access signal earlier, leaving sufficient control time for subsequent gear correction, reducing motor load and instantaneous battery discharge power in advance, avoiding insufficient power and rapid decline of SOC in the later stage of vehicle climbing, triggering forced speed limit, and significantly improving the strategy trigger coverage, vehicle power stability and power preservation effect under complex slope conditions.

[0055] S202, if the first predicted triggering condition meets the preset access condition, generate the ramp pre-down gear condition access signal.

[0056] In this embodiment, the first predictive triggering condition based on historical gradient includes the average gradient of the historical mileage traveled, the state of charge of the energy storage device, vehicle speed, and accelerator pedal opening. The average gradient of the historical mileage traveled, for example, refers to the average gradient of the most recent 500-meter section of road traveled by the vehicle. One gradient point is collected every 25 meters, and 20 points are collected consecutively, for a total mileage of 25m × 20 = 500 meters. The arithmetic mean of the gradient values ​​at the 20 points is the parameter value.

[0057] If the first predicted trigger condition meets the preset access condition, a slope pre-down gear condition access signal is generated. That is, a slope pre-down gear condition access signal is generated when all of the following conditions are met simultaneously: the average slope is greater than the preset slope threshold; the state of charge of the energy storage device is less than the preset first charge threshold and greater than the preset second charge threshold, and the preset first charge threshold is greater than the preset second charge threshold, that is, the state of charge of the energy storage device is determined to be in a certain charge range; the vehicle speed is within the preset vehicle speed range; and the accelerator pedal opening is greater than the preset opening threshold.

[0058] The first prediction trigger condition adopts a joint judgment logic that simultaneously satisfies multiple parameters such as average slope, energy storage device state of charge, vehicle speed, and accelerator pedal opening. The slope pre-down gear condition access signal is only generated when the vehicle has a continuous uphill trend on the long-term driving section, the battery charge is in the middle range suitable for pre-down gearing, the vehicle is at an effective driving speed, and the driver has a need for climbing power. The multiple constraints work together to not only identify continuous long uphill conditions in advance to achieve predictive control, but also filter out invalid conditions that do not require pre-down gearing, such as flat roads, low battery, high battery, low-speed coasting, and light throttle, which greatly reduces the probability of false triggering of the strategy and takes into account both the timeliness of steep slope prediction and the smoothness of the vehicle driving.

[0059] For example, the preset slope threshold is 15%, the preset first charge threshold is Normal mode + 25℃ + 80bar air pressure → 16.5% (15% × 1.1 correction factor), the preset second charge threshold is Normal mode + 25℃ → 8%, the preset vehicle speed range is 0~70km / h, and the preset throttle opening threshold is 10%.

[0060] While the vehicle is in motion, the average gradient of the most recent 500 meters traveled is 15.8%, satisfying the condition that the average gradient is greater than 15%. The vehicle's battery SOC is 12%, satisfying the condition that 8% < 12% < 16.5%. The current vehicle speed is 45 km / h, satisfying the condition that the speed range is 0-70 km / h. The current accelerator pedal opening is 25%, satisfying the condition that the accelerator pedal opening is greater than 10%. At this point, all the first prediction trigger conditions meet the preset access conditions, and the system immediately generates a slope pre-downshift condition access signal.

[0061] In addition, the determination of the preset first charge threshold and the preset second charge threshold can be referred to Figure 3 The method shown. (As shown) Figure 3 The diagram shown illustrates the implementation flow of a method for determining a preset first charge threshold and a preset second charge threshold according to an embodiment of this application. This method is applied to vehicles and may specifically include the following steps: S301, obtain the current driving mode, the current ambient temperature, and the first mapping table. The first mapping table records the first mapping relationship between the driving mode, the ambient temperature, and the first basic threshold and the second basic threshold.

[0062] In this embodiment of the application, this step is a basic lookup step for calculating the preset first charge threshold and the preset second charge threshold of the energy storage device (e.g., battery). The core is to retrieve the pre-stored basic threshold through the current operating condition parameters to prepare for subsequent threshold correction and threshold determination, as detailed below.

[0063] The Vehicle Control Unit (VCU) acquires real-time data on two operating conditions: the vehicle's current driving mode (e.g., Normal mode) and the current ambient temperature (e.g., 25°C). It then calls a pre-calibrated mapping table pre-tested within the vehicle. This table permanently records the first and second basic SOC thresholds corresponding to different driving modes and ambient temperatures. This allows for rapid matching of the appropriate basic SOC threshold for the current operating condition, avoiding the problem of a single threshold being unsuitable for different driving modes and temperature environments.

[0064] S302, based on the first mapping relationship, find the first basic threshold and the second basic threshold corresponding to the current driving mode and the current ambient temperature.

[0065] In this embodiment of the application, the vehicle controller (VCU) directly searches for and extracts the exclusive first basic threshold and second basic threshold in the pre-stored first mapping table according to the obtained current driving mode and current ambient temperature, based on a preset one-to-one correspondence, without any additional calculations, and only performs precise matching.

[0066] For example, the VCU has obtained: current driving mode = Normal, current ambient temperature = 25℃. According to the mapping relationship of the first mapping table, it can be directly found that: first basic threshold = 15%.

[0067] For example, if the current driving mode is Normal and the ambient temperature is 25°C, according to the mapping relationship of the first mapping table, the second basic threshold is directly found to be 8%. This value is less than the first basic threshold of 15%, so 8% is directly determined as the preset second charge threshold.

[0068] S303, obtain the current atmospheric pressure and the second mapping table. The second mapping table records the second mapping relationship between atmospheric pressure and threshold correction factor.

[0069] In this embodiment, this step is a parameter acquisition and lookup preparation step for adapting the SOC threshold of the energy storage device to air pressure / altitude. The core is to obtain the threshold correction coefficient under high-altitude conditions so that the trigger threshold is more in line with the actual driving environment, as detailed below.

[0070] The vehicle control unit (VCU) collects the atmospheric pressure of the vehicle's current environment in real time. Atmospheric pressure directly reflects altitude and is a key basis for correcting the SOC threshold. It then calls upon a second mapping table, pre-calibrated within the vehicle, which specifically records the fixed correspondence between atmospheric pressure values ​​and threshold correction factors.

[0071] S304, based on the second mapping relationship, find the threshold correction factor corresponding to the current atmospheric pressure.

[0072] In this embodiment, the vehicle controller uses the real-time collected current atmospheric pressure as the query condition, and directly finds and determines the threshold correction factor corresponding to the current air pressure according to the pre-marked correspondence in the second mapping table, so as to provide a correction coefficient for subsequent correction of the SOC threshold.

[0073] For example, if the current atmospheric pressure is 80 kPa, by querying the second mapping table, the corresponding threshold correction factor is found to be 1.1.

[0074] S305, using a threshold correction factor, the first basic threshold is corrected to obtain a preset first charge threshold.

[0075] In this embodiment of the application, this step is to adjust the first basic threshold according to the working condition by using the threshold correction factor corresponding to atmospheric pressure, and finally obtain the preset first charge threshold suitable for the current altitude / air pressure environment.

[0076] For example, the first basic threshold is found to be 15% from the table, and the threshold correction factor corresponding to the current atmospheric pressure is 1.1. After calculation, 15% × 1.1 = 16.5%, and this 16.5% is the preset first charge threshold to be used in the end.

[0077] S306, the second basic threshold is determined as the preset second charge threshold.

[0078] In this embodiment of the application, based on the current driving mode and ambient temperature, the corresponding second basic threshold is matched in the table. This threshold is the lower limit of protection of the SOC of the energy storage device. The value is less than the first basic threshold, so no additional correction is required. The second basic threshold obtained is directly determined as the preset second charge threshold to be used in the end.

[0079] This solution obtains the first basic threshold for adaptation based on the vehicle's current driving mode and ambient temperature by looking up a table. Then, it combines the real-time atmospheric pressure to match the corresponding threshold correction factor to complete the threshold correction, thereby obtaining an adaptive preset first charge threshold. It can dynamically adjust the upper limit of the charge triggered by pre-downshifting for different driving styles, cold and warm environments, and high-altitude and low-pressure conditions. This solves the defect that the fixed SOC threshold cannot adapt to multiple driving environments, ensures that the pre-downshifting triggering logic on slopes is consistent and reasonable under various conditions, avoids the problem of function mis-triggering and failure caused by excessively high or low thresholds in high-temperature, low-temperature, and high-altitude environments, and improves the adaptability of the control strategy to all scenarios.

[0080] By combining the current driving mode and ambient temperature to obtain a second basic threshold from a table and directly using it as the preset second charge threshold, and ensuring that the second basic threshold is always lower than the first basic threshold, the pre-downshift control can adaptively match the lower limit of the battery charge based on different driving styles and ambient temperatures. This, together with the preset first charge threshold after temperature and pressure correction, forms a reasonable effective SOC working range. When the battery charge is lower than this lower limit, the pre-downshift logic will no longer be triggered, preventing frequent downshifts at extremely low battery levels from exacerbating battery consumption. At the same time, there is no need to introduce air pressure correction to simplify the underlying calculations, reducing the computational load of the vehicle controller while ensuring the adaptability of the strategy environment.

[0081] S203, or if the second prediction triggering condition meets the preset access condition, generate the ramp pre-down gear condition access signal.

[0082] In this embodiment, the second pre-judgment triggering condition based on the current slope includes the current slope, the state of charge of the energy storage device, the vehicle speed, and the accelerator pedal opening. When the second pre-judgment triggering condition meets the preset access conditions, a slope pre-downshift condition access signal is generated. Specifically, a slope pre-downshift condition access signal is generated when all of the following conditions are simultaneously met: the current slope is greater than a preset slope threshold and its duration is greater than a preset duration threshold; the state of charge of the energy storage device is less than a preset first charge threshold; the vehicle speed is within a preset speed range; and the accelerator pedal opening is greater than a preset opening threshold. This is the real-time steep slope determination condition. Based on the current real-time slope, the slope pre-downshift condition access signal is triggered and generated only when the four conditions of battery charge, vehicle speed, and accelerator pedal opening are simultaneously met, thus achieving real-time identification of steep slope conditions.

[0083] For example, preset gradient threshold: 15%, preset duration threshold: 5 seconds, preset first charge threshold: 16.5%, preset speed range: 0~70km / h, preset throttle opening threshold: 10%.

[0084] Real-time vehicle detection: The current actual slope is 17%, which is greater than the preset slope threshold of 15%, and this steep slope condition lasts for 6 seconds, meeting the duration requirement; the battery's state of charge (SOC) is 13%, which is less than the preset first charge threshold of 16.5%; the vehicle's real-time speed is 50 km / h, which is within the preset speed range of 0–70 km / h; the accelerator pedal's real-time opening is 22%, which is greater than the preset opening threshold of 10%. If all four conditions are met simultaneously, the system automatically generates a slope pre-downshift condition access signal.

[0085] The second prediction trigger condition uses a multi-parameter joint verification of real-time slope, duration, energy storage device state of charge, vehicle speed, and accelerator pedal opening. Only when the vehicle's real-time slope meets the standard, the steep slope condition remains stable, the battery charge is not too high, the vehicle is at an effective driving speed, and the driver has a need for climbing power, will a slope pre-downshift condition access signal be generated. By constraining the slope duration, the slope misjudgment caused by instantaneous bumps is filtered out. At the same time, multiple constraints on battery charge, vehicle speed, and accelerator are used to screen out conditions without downshifting requirements. This can accurately identify the real steep slope that is being driven, complementing the first prediction condition based on historical average slope, further improving the accuracy of steep slope identification, reducing false triggers, and ensuring the smoothness of the vehicle's driving.

[0086] S204, obtain the vehicle's actual system operating mode, the target system operating mode, and the actual gear position.

[0087] In this embodiment, this step is the data acquisition stage for working condition matching. The vehicle controller collects and reads three core operating parameters in real time to provide a basis for the subsequent permission verification of the pre-downshift function, as detailed below.

[0088] The system acquires the vehicle's actual system operating mode. This includes collecting the current operating mode (also known as the power mode) of the hybrid system, such as power split mode or series mode, representing the vehicle's current power operation status. It also acquires the vehicle's target system operating mode. This involves reading the preset and planned target system operating mode (also known as the power mode) of the vehicle control system, representing the system's target operating condition. Finally, it acquires the actual gear position. This involves real-time detection of the vehicle's current transmission gear. By simultaneously acquiring the power mode and real-time gear information, the system determines whether the vehicle is in a condition that allows for hill start pre-downshifting, preventing accidental triggering under mismatched conditions.

[0089] For example, during vehicle operation, the system reads in real time: the actual system operation mode is power split mode, the target system operation mode is power split mode, and the current actual gear is the preset calibration gear: 2nd gear, thus completing the acquisition of key operating condition parameters.

[0090] S205, when the ramp pre-down gear condition access signal is generated, and both the actual system operation mode and the target system operation mode are preset calibration modes, and the actual gear is the preset calibration gear, outputs the ramp pre-down gear execution command.

[0091] In this embodiment of the application, this step is the final working condition verification step of the ramp pre-downshift function. Three conditions must be met simultaneously to enable downshift execution permission, as follows.

[0092] Prerequisite 1: The slope pre-downshift condition access signal has been generated, which means that the system has determined through average slope prediction or real-time slope detection that the vehicle is about to or is entering a steep slope and has the condition prerequisite for pre-downshift.

[0093] Premise 2: Both the actual system operation mode and the target system operation mode are preset calibration modes (e.g., power split mode or direct drive mode). The hybrid system only matches the hill-start pre-downshift control in the preset calibration mode, ensuring the power transmission structure and power output characteristics are compatible. Other incompatible system operation modes, such as series or parallel connections, are excluded to avoid erroneous function triggering. It should be noted that because there is a certain buffer time during mode switching, the actual system operation mode and the target system operation mode may differ.

[0094] Premise 3: The vehicle's current actual gear is a preset calibrated gear, and the control is triggered only for a specific preset driving gear (such as calibrated 2nd gear or calibrated 3rd gear). This gear is prone to insufficient power and excessive power consumption when climbing hills, and is the applicable gear for pre-downshifting. This application embodiment does not limit this.

[0095] Only after all three conditions are met will the system output the slope pre-downshift execution command, which is equivalent to issuing the final command to allow the pre-downshift operation, providing the necessary conditions for subsequent automatic gear correction.

[0096] This step, based on the pre-judgment of steep slope conditions, simultaneously verifies three constraints: the actual system operation mode, the target system operation mode, and the real-time actual gear position. Only when the current operating state of the power system and the planned operating mode are both in the preset calibration mode adapted to pre-downshifting, and the current actual gear position of the transmission matches the preset calibration gear position, will the slope pre-downshifting execution command be output. After confirming the existence of steep slope downshifting requirements, it further verifies whether the hybrid system and the transmission operating conditions are adapted to the shifting operation, avoiding power jerking and transmission shock caused by downshifting in mode switching or gear mismatch scenarios. It also manages the pre-downshifting execution authority in a graded manner, greatly improving shifting smoothness and power system operating stability.

[0097] S206, when the slope pre-down gear execution command is output, obtains the vehicle's target gear and pre-down gear, controls the vehicle to keep the target system operation mode in the preset calibration mode, and corrects the target gear to the pre-down gear.

[0098] In this embodiment of the application, this step is the final execution stage of the ramp pre-downshift control, which requires the simultaneous completion of two core operations: mode locking and gear correction, as detailed below.

[0099] Prerequisites: When the hill-down pre-gear execution command has been output, it means that all the restrictions of the slope conditions, hybrid mode, and driving gear have been met, and the system allows the execution of the control operation.

[0100] Locked operating mode: The target system is forced to remain in the preset calibration mode (such as power split mode or direct drive mode) throughout the entire process, preventing the vehicle from switching to series or other hybrid modes during the uphill process, ensuring the stability of the power transmission structure, and avoiding problems such as power fluctuations and insufficient power caused by mode switching.

[0101] Perform pre-downshift adjustment: Obtain the target gear and pre-downshift gear of the vehicle, actively correct the target gear of the vehicle, adjust it to the preset low gear suitable for climbing, that is, the pre-downshift gear, and complete the downshift adjustment in advance.

[0102] Complete control: By locking the hybrid mode and actively downshifting the target gear, predictive downshifting on steep slopes is achieved to adapt to the driving needs of steep slopes and improve climbing power performance and overall vehicle stability.

[0103] For example, after the pre-downshift command is generated, the system continuously locks the target system operation mode to power split mode and does not switch modes; at the same time, it automatically corrects the vehicle's target gear to the pre-downshift gear: 1st gear, and finally completes all control actions for the vehicle's pre-downshift on the slope.

[0104] Furthermore, the ramp pre-down shift command will not be output if any of the following conditions are met: the ramp pre-down shift condition access signal is not generated; the actual system operating mode is not the preset calibration mode; the target system operating mode is not the preset calibration mode; or the actual gear is not the preset calibration gear. This is the ramp pre-down shift function's trigger prohibition mechanism, which uses logic that blocks the operation if any of the listed conditions are met. If any of the listed conditions are true, the ramp pre-down shift command will not be output, and the pre-down shift operation will be prohibited. These conditions are explained one by one below.

[0105] The hill-start pre-down gear access signal is not generated: the previous slope, environment, and working conditions were not judged to meet the standards, the need for steep slope driving was not identified, and there is no premise for starting pre-down gear, so it is not enabled.

[0106] The actual system operation mode is not the preset calibration mode: the current power operation mode of the vehicle does not meet the preset requirements. This control strategy is only compatible with the preset calibration mode. Downshifting cannot be safely performed in other modes and is therefore disabled.

[0107] The target system's operating mode is not the preset calibration mode: the vehicle's preset planned power mode is mismatched. If downshifting is forcibly initiated, it will cause power mode conflict and unstable operation, so triggering is restricted.

[0108] The actual gear is not the preset calibrated gear: the pre-downshift strategy is designed only for specific calibrated gears. When the vehicle's current gear does not match, there is no need to perform pre-downshift on the slope, thus avoiding accidental downshifting and affecting driving smoothness.

[0109] By setting multiple mutual exclusion constraints, the hill-down pre-gear entry signal will not be output unless the actual system operation mode or the target system operation mode deviates from the preset calibration mode, or the real-time actual gear does not match the preset calibration gear. A hierarchical interlocking logic is formed from multiple dimensions, including pre-condition judgment, hybrid power operation status, and real-time gear position of the transmission. Downshifting is only allowed under the premise that the road condition prediction is qualified and the power system and gear are adapted to the downshift control. This effectively avoids problems such as power jerking, transmission system shock, and unnecessary power loss caused by forced downshifting under non-hill conditions, incompatible hybrid mode, or non-target gear, and greatly improves the smoothness of vehicle shifting and the reliability of control strategy operation.

[0110] Furthermore, if neither the first nor the second pre-judgment trigger condition meets the preset access criteria, no hill-start pre-downshift condition access signal will be generated. The controller will only refrain from generating the hill-start pre-downshift condition access signal when neither the first nor the second pre-judgment trigger condition meets the preset access criteria. Based on the judgment rules of the two or their logic, the subsequent control process can be initiated as long as any set of hill identification conditions is met. The pre-downshift signal is locked only in ordinary road conditions without continuous long uphill slopes or stable steep slopes. This maximizes the retention of strategy activation capabilities in steep slope scenarios while accurately filtering out flat and gentle slopes where pre-downshifting is unnecessary, avoiding meaningless gear adjustments, and balancing power response efficiency and overall vehicle ride smoothness.

[0111] The first prediction triggering condition includes the average gradient of the historical mileage, the state of charge of the energy storage device, the vehicle speed, and the accelerator pedal opening. The first prediction triggering condition does not meet the preset access conditions, including: the average gradient is less than or equal to a preset gradient threshold and the duration is greater than a preset duration threshold; or, the state of charge of the energy storage device is greater than or equal to a preset first charge threshold; or, the state of charge of the energy storage device is less than or equal to a preset second charge threshold; or, the vehicle speed is not within a preset vehicle speed range; or, the accelerator pedal opening is less than or equal to a preset opening threshold.

[0112] The second predictive triggering conditions include the current slope, the state of charge of the energy storage device, the vehicle speed, and the accelerator pedal opening. The second predictive triggering conditions do not meet the preset access conditions, including: the current slope is less than or equal to the preset slope threshold, or the state of charge of the energy storage device is greater than or equal to the preset first charge threshold, or the state of charge of the energy storage device is less than or equal to the preset second charge threshold, or the vehicle speed is not within the preset vehicle speed range, or the accelerator pedal opening is less than or equal to the preset opening threshold.

[0113] This is the blocking logic for the ramp pre-down gear condition access signal. The core logic is AND logic. As long as either of the first prediction trigger conditions is true and either of the second prediction trigger conditions is true, the generation of the ramp pre-down gear condition access signal is prohibited, and the function triggering is directly blocked. This solution employs a layered interlocking logic. When any rejection condition exists in the first prediction dimension, and simultaneously, any rejection condition exists in the second prediction dimension, the slope pre-downshift condition access signal is directly locked. Multi-parameter verification is performed simultaneously on two recognition links: historical average slope long uphill prediction and real-time instantaneous steep slope prediction. If any parameter—slope, SOC range, vehicle speed, or throttle opening—does not meet the access requirements of the corresponding dimension, it constitutes a rejection item for the corresponding link. Only when neither of the two slope recognition channels possesses the basis for pre-downshift condition is the preceding signal shielded. This avoids directly abandoning steep slope prediction due to a single parameter anomaly, leading to missed triggers, and also promptly terminates subsequent control processes when road conditions, battery level, and driving status do not meet the downshift requirements, reducing invalid controller calculations. It eliminates the possibility of erroneous pre-downshift logic activation under invalid conditions such as flat roads, excessively high / low battery levels, low-speed coasting, and light throttle, balancing the integrity of steep slope recognition with the smoothness of overall vehicle control.

[0114] The first prediction trigger condition is the rejection condition corresponding to the historical average slope prediction. A total of five judgment items are set. If any one of them is true, the prediction channel will fail: 1. The average driving slope is less than or equal to the preset slope threshold, and the duration of this state reaches the preset duration; 2. The state of charge of the energy storage device is greater than or equal to the preset first charge threshold, and the charge is too high; 3. The state of charge of the energy storage device is less than or equal to the preset second charge threshold, and the charge is too low; 4. The vehicle speed deviates from the preset speed range; 5. The accelerator pedal opening is less than or equal to the preset opening threshold, and there is no need for climbing power.

[0115] The second prediction trigger condition is the rejection condition corresponding to the real-time slope prediction. It also sets five judgment items. If any one of them is true, the prediction channel will fail: 1. The real-time slope is less than or equal to the preset slope threshold, and there is no steep slope condition; 2. The state of charge of the energy storage device is greater than or equal to the preset first state of charge threshold; 3. The state of charge of the energy storage device is less than or equal to the preset second state of charge threshold; 4. The vehicle speed is out of the preset speed range; 5. The accelerator pedal opening is less than or equal to the preset opening threshold.

[0116] For example, a preset slope threshold of 15% and a preset throttle opening threshold of 10% are set. If the average driving slope is only 12%, the first condition of the first prediction trigger is met, and the historical slope prediction channel fails. If the real-time slope is only 13%, the first condition of the second prediction trigger is met, and the real-time slope prediction channel fails. If the throttle pedal opening is only 5%, this rejection condition is included in both the first and second prediction trigger conditions. In this case, both prediction channels are deemed to fail, and the slope pre-downshift condition access signal cannot be generated.

[0117] By actively downshifting before the motor reaches its speed limit, the dual crisis of power and battery life caused by speed limitation is fundamentally avoided. This significantly improves the vehicle's stability and drivability in complex road conditions, effectively extends the driving range, and reduces battery consumption.

[0118] Corresponding to the above method embodiments, this application also provides a vehicle control device, such as... Figure 4 As shown, the device may include: a signal generation module 410, a mode and gear acquisition module 420, a command generation module 430, and a gear correction module 440.

[0119] The signal generation module 410 is used to obtain the predicted triggering conditions based on the slope, and generate the slope pre-down gear condition access signal when the predicted triggering conditions meet the preset access conditions. The mode and gear acquisition module 420 is used to acquire the vehicle system operating mode and actual gear. The instruction generation module 430 is used to output a ramp pre-down gear execution instruction when the ramp pre-down gear condition access signal is generated and the system operation mode and actual gear position meet the preset execution conditions. The gear correction module 440 is used to obtain the target gear and the pre-down gear of the vehicle when the pre-down gear execution command is output on the slope, and to control the vehicle to correct the target gear to the pre-down gear.

[0120] This application also provides a vehicle, such as... Figure 5 As shown, it includes a processor 51, a communication interface 52, a memory 53, and a communication bus 54. The processor 51, the communication interface 52, and the memory 53 communicate with each other through the communication bus 54. Memory 53 is used to store computer programs; When processor 51 executes the program stored in memory 53, it performs the following steps: The system acquires a slope-based predicted trigger condition and generates a slope pre-downshift condition access signal when the predicted trigger condition meets a preset access condition. It also acquires the vehicle system operating mode and actual gear position. When the slope pre-downshift condition access signal is generated and the system operating mode and actual gear position meet preset execution conditions, it outputs a slope pre-downshift execution command. Upon outputting the slope pre-downshift execution command, it acquires the vehicle's target gear and pre-downshift gear, and controls the vehicle to correct the target gear to the pre-downshift gear.

[0121] The communication bus mentioned in the above vehicles can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0122] The communication interface is used for communication between the aforementioned vehicle and other devices.

[0123] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0124] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0125] In another embodiment provided in this application, a storage medium is also provided, which stores instructions that, when run on a computer, cause the computer to execute any of the vehicle control methods described in the above embodiments.

[0126] In another embodiment provided in this application, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to perform any of the vehicle control methods described in the above embodiments.

[0127] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a storage medium or transmitted from one storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid state disk (SSD)).

[0128] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0129] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0130] The above description is merely a preferred embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application are included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtain the predicted triggering conditions based on the slope, and generate the slope pre-down gear condition access signal when the predicted triggering conditions meet the preset access conditions; Obtain the vehicle system operating mode and actual gear position; When the ramp pre-down gear condition access signal is generated, and the system operation mode and actual gear position meet the preset execution conditions, the ramp pre-down gear execution command is output. When the pre-downshift command is executed on the slope, the target gear and the pre-downshift gear of the vehicle are obtained, and the vehicle is controlled to correct the target gear to the pre-downshift gear.

2. The method according to claim 1, characterized in that, Slope-based predictive triggering conditions include a first predictive triggering condition based on historical slope or a second predictive triggering condition based on the current slope. When the predicted triggering condition meets the preset access condition, the generation of the ramp pre-down gear access signal includes: If the first predicted triggering condition meets the preset access condition, a ramp pre-down gear access signal is generated. or, When the second prediction triggering condition meets the preset access condition, a ramp pre-down gear access signal is generated.

3. The method according to claim 2, characterized in that, The first predictive triggering condition based on historical gradient includes the average gradient of the historical mileage traveled, the state of charge of the energy storage device, the vehicle speed, and the accelerator pedal opening. The step of generating a ramp pre-downshift condition access signal when the first predicted triggering condition meets the preset access condition includes: A ramp pre-drop condition access signal is generated when all of the following conditions are met simultaneously: The average slope is greater than a preset slope threshold; The energy storage device's state of charge is less than a preset first charge threshold and greater than a preset second charge threshold, wherein the preset first charge threshold is greater than the preset second charge threshold. The vehicle speed is within a preset speed range; The accelerator pedal opening degree is greater than a preset opening threshold.

4. The method according to claim 3, characterized in that, The preset first charge threshold and the preset second charge threshold are determined in the following way: Obtain the current driving mode, the current ambient temperature, and a first mapping table, wherein the first mapping table records the first mapping relationship between the driving mode, the ambient temperature, and a first basic threshold and a second basic threshold; Based on the first mapping relationship, find the first basic threshold and the second basic threshold corresponding to the current driving mode and the current ambient temperature; Obtain the current atmospheric pressure and the second mapping table, which records the second mapping relationship between atmospheric pressure and the threshold correction factor; Based on the second mapping relationship, find the threshold correction factor corresponding to the current atmospheric pressure; The first basic threshold is corrected using the threshold correction factor to obtain a preset first charge threshold. The second basic threshold is determined as the preset second charge threshold.

5. The method according to claim 2, characterized in that, The second predictive triggering condition based on the current slope includes the current slope, the state of charge of the energy storage device, the vehicle speed, and the accelerator pedal opening. The step of generating a ramp pre-downshift condition access signal when the second predicted triggering condition meets the preset access condition includes: A ramp pre-drop condition access signal is generated when all of the following conditions are met simultaneously: The current slope is greater than a preset slope threshold and the duration is greater than a preset duration threshold; The state of charge of the energy storage device is less than a preset first charge threshold. The vehicle speed is within a preset speed range; The accelerator pedal opening degree is greater than a preset opening threshold.

6. The method according to claim 2, characterized in that, The method further includes: If the first predicted triggering condition does not meet the preset access condition and the second predicted triggering condition does not meet the preset access condition, no ramp pre-down gear access signal will be generated.

7. The method according to claim 6, characterized in that, The first predicted triggering conditions include the average gradient of the historical mileage, the state of charge of the energy storage device, vehicle speed, and accelerator pedal opening. If the first predicted triggering conditions do not meet the preset access conditions, including: The average slope is less than or equal to a preset slope threshold and the duration is greater than a preset duration threshold; or, the state of charge of the energy storage device is greater than or equal to a preset first charge threshold; or, the state of charge of the energy storage device is less than or equal to a preset second charge threshold; or, the vehicle speed is not within a preset vehicle speed range; or, the accelerator pedal opening is less than or equal to a preset opening threshold. The second predictive triggering condition includes the current slope, the state of charge of the energy storage device, vehicle speed, and accelerator pedal opening. If the second predictive triggering condition does not meet the preset access conditions, it includes: The current slope is less than or equal to the preset slope threshold, or the energy storage device's state of charge is greater than or equal to the preset first state of charge threshold, or the energy storage device's state of charge is less than or equal to the preset second state of charge threshold, or the vehicle speed is not within the preset vehicle speed range, or the accelerator pedal opening is less than or equal to the preset opening threshold.

8. The method according to claim 1, characterized in that, The system operation modes include the actual system operation mode and the target system operation mode; When the ramp pre-down gear condition access signal is generated, and the system operation mode and actual gear position meet the preset execution conditions, the ramp pre-down gear execution command is output, including: When the ramp pre-down gear condition access signal is generated, and both the actual system operation mode and the target system operation mode are preset calibration modes, and the actual gear is a preset calibration gear, the ramp pre-down gear execution command is output.

9. The method according to claim 8, characterized in that, The method further includes: The ramp pre-downshift command will not be output if any of the following conditions are met: The ramp pre-drop condition access signal is not generated; The actual system operation mode is not the preset calibration mode; The target system's operating mode is not the preset calibration mode; The actual gear is not the preset calibrated gear.

10. The method according to claim 8, characterized in that, When the ramp pre-downshift command is executed, the method further includes: Keep the target system in the preset calibration mode.

11. A vehicle, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; A processor, when executing a program stored in memory, implements the method described in any one of claims 1-10.

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