Vehicle control method based on ramp operating condition and vehicle

Abstract

The application provides a vehicle control method and vehicle based on a ramp working condition. The vehicle control method is used for a vehicle with an intelligent driving function, and the vehicle control method comprises the following steps: acquiring an operating parameter of the vehicle; determining a ramp working condition according to the operating parameter; and controlling eight-in or eight-out braking of the vehicle according to the ramp working condition and the operating parameter. The application automatically determines the ramp working condition of the vehicle by acquiring the operating parameter of the vehicle, automatically determines the eight-in braking mode or the eight-out braking mode matched with the ramp working condition according to the operating parameter, and determines the wheel braking force required by the matched eight-out braking mode or eight-in braking mode according to the operating parameter, so as to control the eight-in or eight-out braking of the vehicle. The application is suitable for complex ramp working conditions, realizes fine intelligent and energy control of the wheel end of the vehicle, and further improves the anti-slip performance, driving posture stability and starting smoothness of the vehicle, so as to improve the safety of driving.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle control method and vehicle based on slope conditions. Background Technology

[0002] Regarding vehicle control methods under slope conditions, related technologies detect when the vehicle is stopped on a slope and prevent the vehicle from rolling backward by maintaining wheel braking force, controlling the EPB (Electronic Parking Brake) to lock, and releasing the brakes and applying driving force at the moment of starting.

[0003] However, the above methods can only coordinate braking force at the vehicle level and lack precise control over the wheel ends. This can lead to stability problems such as slippage and backward roll under complex operating conditions, reducing driving safety. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art.

[0005] Therefore, one objective of this invention is to propose a vehicle control method based on slope conditions. This method is applicable to complex slope conditions in scenarios including but not limited to intelligent driving and manual driving. It achieves refined and intelligent control of the vehicle wheel ends, thereby improving vehicle anti-rollover performance, driving posture stability and start-up smoothness, and thus enhancing driving safety.

[0006] Therefore, a second objective of the present invention is to provide a vehicle.

[0007] To achieve the above objectives, an embodiment of the first aspect of the present invention provides a vehicle control method based on ramp conditions, comprising: acquiring the vehicle's operating parameters; determining the ramp conditions based on the operating parameters; and controlling the vehicle's octagonal braking or saddle braking based on the ramp conditions and the operating parameters.

[0008] According to the vehicle control method based on slope conditions according to embodiments of the present invention, the slope condition of the vehicle is automatically determined by acquiring the vehicle's operating parameters, and the inward or outward braking mode matching the slope condition is automatically determined according to the operating parameters. The wheel braking force required for the matched outward or inward braking mode is also determined according to the operating parameters to control the vehicle's inward or outward braking. This method is applicable to complex slope conditions in scenarios including but not limited to intelligent driving and / or manual driving, and achieves refined intelligent control of the vehicle's wheel ends, thereby improving the vehicle's anti-rollover performance, driving posture stability, and start-up smoothness, thus enhancing driving safety.

[0009] In some embodiments, the operating parameters include vehicle mass and road slope angle. The step of controlling the vehicle's octagonal braking or outward octagonal braking based on the slope condition and the operating parameters includes: when the slope condition is a straight-slope parking condition, determining the longitudinal resistance based on the product of the vehicle mass, the road slope angle, and gravitational acceleration; determining the wheel braking force based on the longitudinal resistance and the number of wheels of the vehicle; issuing an octagonal braking command based on the wheel braking force to control the vehicle's octagonal braking, thereby achieving real-time identification of road conditions, adaptive matching of octagonal braking, reducing driver intervention, improving the intelligence and response accuracy of the control system under complex slope conditions, and enhancing the stability and scalability of the vehicle control system.

[0010] In some embodiments, the operating parameters include vehicle mass, road slope angle, the angle between the driving direction and the slope direction, the road curvature radius, and the brake disc friction radius. Controlling the vehicle's octagonal braking or outward octagonal braking based on the slope condition and the operating parameters includes: when the slope condition is a curved slope parking condition, determining the lateral resistance based on the product of the vehicle mass, the road slope angle, the angle between the driving direction and the slope direction, and gravitational acceleration; determining the longitudinal axis net external torque based on the lateral resistance and the brake disc friction radius; determining a compensation ratio coefficient based on the road slope angle and the road curvature radius; determining a braking force compensation value based on the lateral resistance, the longitudinal axis net external torque, and the compensation ratio coefficient; determining the wheel braking force based on the braking pressure compensation value and a preset braking force reference value; and issuing an outward octagonal braking command based on the wheel braking force to control the vehicle's outward octagonal braking, thereby achieving a coupling of vehicle yaw stability and longitudinal balance through outward octagonal braking.

[0011] In some embodiments, the operating parameters include a throttle signal, a rollback safety threshold, and a slip ratio. Controlling the vehicle's octagonal braking or slalom braking based on the slope condition and the operating parameters includes: when the slope condition is a straight-line slope start-up condition, determining the outward braking force and the inward braking force based on a preset braking pressure compensation value and a preset braking pressure reference value; determining the initial braking force release trajectory based on the inward braking force, the outward braking force, a preset slalom differential, a preset release node, and a preset start-up braking force; and determining the braking force release trajectory based on the throttle signal, a preset drive torque, and a rollback safety threshold. The initial release trajectory of the braking force is determined based on the value and the initial release trajectory of the braking force, and / or based on the slip ratio and the rearward slip safety threshold, and / or based on the slip ratio, the preset reverse braking force, the rearward slip safety threshold, and the initial release trajectory of the braking force; an outward braking command is issued based on the wheel braking force release trajectory to control the outward braking of the vehicle, so as to achieve smooth or continuous transition control between starting and stopping conditions, without manual intervention, effectively eliminating the risk of instantaneous jerking and slippage during brake release, without obvious sudden changes in braking force, and significantly improving driving comfort.

[0012] In some embodiments, the operating parameters further include slip ratio. Controlling the vehicle's octagonal braking or outward octagonal braking based on the slope condition and the operating parameters includes: when the slope condition is a curve slope start-up condition, determining the initial wheel braking force based on a preset braking force reference value and a preset yaw rate feedback gain coefficient; determining the wheel braking force based on a preset outward slip suppression condition, the slip ratio, and the initial wheel braking force, and / or based on the preset outward slip suppression condition, the slip ratio, a preset reverse braking force, and the initial wheel braking force; issuing an octagonal braking command based on the wheel braking force to control the vehicle's octagonal braking, thereby effectively suppressing outer wheel slippage and improving traction stability during curve slope start-up.

[0013] In some embodiments, the operating parameters include real-time wheel braking force, yaw rate, travel speed, acceleration, slip ratio, and real-time wheel braking force. Controlling the vehicle's octagonal braking or outward braking based on the slope conditions and the operating parameters includes: constructing a PID closed loop based on the difference between the wheel braking force and the real-time wheel braking force; entering a parking lock mode when the difference and / or the yaw rate exceed a preset safety threshold; correcting the real-time wheel braking force based on the PID closed loop; or controlling the vehicle to exit octagonal braking or outward braking when the ratio of travel speed, acceleration to travel rate, yaw rate, and slip ratio meets a stability threshold; or executing a preset safety compensation strategy when octagonal braking control or outward braking control malfunctions, thereby significantly improving the vehicle's anti-rollback and attitude maintenance capabilities, reducing tire sideslip and camber risks, ensuring vehicle stability and comfort, and exiting octagonal braking or outward braking only when the stability threshold is met, ensuring vehicle driving stability, and recording and processing faults to improve vehicle fault tolerance and problem traceability.

[0014] In some embodiments, determining the wheel braking force includes: determining a wheel braking force correction value when a first type of operating parameter in the operating parameters satisfies the correction condition for the wheel braking force; correcting the wheel braking force according to the wheel braking force correction value; and determining the corrected wheel braking to ensure differential braking between the inner and outer wheels and maintain lateral stability of the vehicle.

[0015] In some embodiments, controlling the vehicle's octagonal braking or outward braking according to the slope conditions and operating parameters includes: recording the process and user feedback of the octagonal braking control or outward braking control to determine historical slope condition data; inputting the historical slope condition data into a preset optimization model to determine the correction value of the wheel braking force; and correcting the octagonal braking control or outward braking control according to the correction value to achieve more accurate control parameters for octagonal braking or outward braking.

[0016] In some embodiments, the operating parameters include road slope angle, road radius of curvature, brake pedal travel, accelerator pedal opening, gear shifting state, acceleration, driving speed, and steering wheel angle. Determining the slope condition based on the operating parameters includes: determining whether it is a straight slope or a curved slope based on the relationship between the road slope angle and a preset angle, and the relationship between the road radius of curvature and a preset curvature; and determining a straight slope parking condition when the second type of parameters in the operating parameters meet the preset straight slope parking conditions under the straight slope. Alternatively, on a straight slope, if the third type of operating parameter meets the preset straight slope starting conditions, it is determined to be a straight slope starting condition; or on a curved slope, if the second type of operating parameter meets the preset curved slope parking conditions, it is determined to be a curved slope parking condition; or on a curved slope, if the third type of operating parameter meets the preset curved slope starting conditions, it is determined to be a curved slope starting condition. This achieves the integration of both slope angle and radius of curvature parameters, automatically determining the slope condition, reducing the complexity of driver operation, and improving the level of intelligence. To achieve the above objectives, a second aspect of the present invention provides a vehicle comprising: a processor, a memory, and a vehicle control program based on ramp conditions stored in the memory and executable on the processor, wherein the vehicle control program based on ramp conditions, when executed by the processor, implements the vehicle control method based on ramp conditions as described in any of the above embodiments.

[0017] According to embodiments of the present invention, the vehicle obtains the vehicle's operating parameters by executing a vehicle control program based on slope conditions stored in the memory through a processor, automatically determines the slope conditions in which the vehicle is located, automatically determines the inward or outward braking mode matching the slope conditions based on the operating parameters, and determines the wheel braking force required for the matched outward or inward braking mode based on the operating parameters, so as to control the vehicle's inward or outward braking. This is applicable to complex slope conditions in scenarios including but not limited to intelligent driving and / or manual driving, realizing refined intelligent control of the vehicle's wheel ends, thereby improving the vehicle's anti-rollover performance, driving posture stability, and start-up smoothness, and thus improving driving safety.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1This is a flowchart of a vehicle control method based on ramp conditions according to an embodiment of the present invention; Figure 2 This is a detailed flowchart of a vehicle control method based on slope conditions according to an embodiment of the present invention; Figure 3 This is a schematic diagram of a vehicle control system based on a slope condition according to an embodiment of the present invention; Figure 4 This is a schematic diagram of an inward / outward octagon control according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the inward / outward octagon control of a straight ramp according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the inward / outward octave control of a curve ramp according to an embodiment of the present invention; Figure 7 This is a schematic diagram of wheel end control according to an embodiment of the present invention. Detailed Implementation

[0020] The embodiments described with reference to the accompanying drawings are exemplary, and the embodiments of the present invention are described in detail below.

[0021] Currently, anti-rollback control for vehicles during hill starts and stops primarily relies on the coordinated control logic of the Electronic Stability Control (ESC) and the EPB (Electronic Stability Braking) system. For example, when the vehicle is detected stopped on a slope, the system maintains wheel braking force, locks the EPB, and releases the brakes and applies driving force at the moment of start-up to prevent the vehicle from rolling backward. This solution achieves the basic function of anti-rollback on slopes by controlling the switching between the vehicle's longitudinal driving force and wheel braking force, exhibiting good stability and safety during straight-line hill starts.

[0022] However, this solution primarily controls the longitudinal force balance of the entire vehicle, without differentiating the braking characteristics of each wheel. In complex conditions such as curves, slopes, complex slopes, varying unilateral adhesion coefficients, uneven loading, or parking lot slopes with significant curvature, traditional systems based on vehicle-level anti-rollback logic exhibit lag in response and struggle to coordinate the distribution of braking force between the left and right wheels in a timely manner. This leads to unbalanced torque distribution. Due to uneven force on each wheel, lateral shift of the center of gravity, and changes in the turning radius, problems such as slight yaw, outer wheel slippage, inner wheel lift, or braking drag occur during start-up or parking release, affecting start-up smoothness and ride comfort. Furthermore, existing solutions typically control "hill anti-rollback" and "parking hold" as independent functional modules, failing to achieve a smooth transition during function switching. This can easily cause sudden changes in braking force when releasing the parking lock or restarting, increasing driver workload and reducing ride comfort.

[0023] Therefore, the vehicle control method based on slope conditions according to the embodiments of the present invention is used to obtain the vehicle's operating parameters to automatically determine the slope condition in which the vehicle is located. Based on the operating parameters, the method automatically determines the inward or outward braking mode that matches the slope condition, and determines the wheel braking force required for the matched outward or inward braking mode based on the operating parameters, so as to control the vehicle's inward or outward braking. This method is applicable to complex slope conditions in scenarios including but not limited to intelligent driving and / or manual driving, and realizes refined intelligent control of the vehicle's wheel ends, thereby improving the vehicle's anti-rollover performance, driving posture stability and start-up smoothness, and thus improving driving safety.

[0024] The following is combined with Figure 1-2 This invention describes a vehicle control method based on ramp conditions, according to an embodiment of the present invention.

[0025] like Figure 1 The diagram shows a flowchart of a vehicle control method based on slope conditions according to an embodiment of the present invention. This vehicle control method based on slope conditions is applicable to vehicles, including but not limited to, those with intelligent driving functions, and includes at least steps S1-S3.

[0026] Step S1: Obtain the vehicle's operating parameters.

[0027] In this embodiment, system initialization and self-test are performed first. Based on the power status, ECU (Electronic Control Unit) self-test, EMB (Electro-Mechanical Brake) / brake cylinder status of each wheel, CAN (Controller Area Network) bus signaling failure status, sensor self-test, and after the host computer turns on the flag, self-test is performed and the flag settings are processed. If a fault occurs (any wheel EMB offline, wheel speed sensor failure, CAN packet loss), the system enters fault-safe mode. If there is no fault, a system ready flag is output. If there is a fault, a fault indication is output and the system switches to degradation control. EPB / ESC switching takes priority.

[0028] After system initialization and self-test, the vehicle system first acquires and preprocesses data via the IMU (Inertial Measurement Unit) and onboard cameras, LiDAR or high-precision map data, and sensors: This involves obtaining vehicle operating parameters, including wheel speeds, vehicle speed, steering wheel angle, yaw rate, longitudinal and lateral acceleration, brake pedal travel, accelerator pedal opening, and gear shift status. Low-pass filtering is applied to these parameters to remove high-frequency noise, and missing values ​​due to communication interruptions are handled using linear interpolation or forward / backward padding. Finally, all preprocessed operating parameters are output. Calculated operating parameters are also acquired, such as road slope angle. Angle between driving direction and slope, and radius of road curvature Slip ratio; the calculation method is existing technology and is not limited here.

[0029] All the preprocessed operating parameters and the calculated operating parameters are obtained as the vehicle's operating parameters, providing a data foundation for determining the vehicle's operating condition and performing refined wheel-end control based on the vehicle's operating parameters.

[0030] Step S2: Determine the ramp conditions based on the operating parameters.

[0031] In this embodiment, the vehicle's operating condition (straight-road ramp parking, straight-road ramp start, or curved ramp start) is determined based on operating parameters. For example, an operating condition recognition algorithm is established to determine whether the vehicle is on a ramp based on the road slope angle and the ramp grade. The vehicle is on a curve or a straight road based on the steering wheel angle and the road curvature radius. The vehicle is starting or stopping based on acceleration, accelerator pedal opening, driving speed, and brake pedal travel. It is understood that stopping includes parking. By combining the above processes, the ramp condition of the vehicle is determined, so as to achieve automatic determination of the ramp condition.

[0032] Step S3: Control the vehicle's octagonal braking or saddle-out braking according to the slope conditions and operating parameters.

[0033] An algorithm for switching modes is established to automatically select either external braking or internal braking based on the determined slope conditions. For example, when the vehicle is starting on a straight slope, the external braking mode is used. After detecting the intention to start (brake release + drive force establishment), the front and rear wheels are symmetrically braked, and the braking force is gradually reduced. Based on the vehicle speed and acceleration threshold, the braking force is smoothly switched to the drive mode to form a longitudinal anti-rollover torque while effectively avoiding the slippage or jerking phenomenon at the moment of brake release, thus improving driving comfort and safety. Under the combined conditions of slope and curve, the vehicle posture remains stable, achieving an integrated control effect of "starting anti-rollover - parking hold - smooth transition". When the vehicle is starting on a curve and slope, the internal braking mode is used, that is, a larger braking force is applied to the inner wheel to form an additional yaw stabilizing torque to counteract the lateral component of gravity and the tendency of the vehicle to slide outward. Through the coordinated control of the inner and outer eight brakes, longitudinal anti-roll and lateral attitude coupling stability can be achieved, which significantly improves the vehicle's attitude maintenance ability and starting smoothness during parking and starting on curves and slopes, and avoids the yaw and slip problems that traditional anti-roll systems may encounter under conditions of side slope, uneven load or adhesion difference.

[0034] According to the vehicle control method based on slope conditions according to embodiments of the present invention, the slope condition of the vehicle is automatically determined by acquiring the vehicle's operating parameters, and the inward or outward braking mode matching the slope condition is automatically determined according to the operating parameters. The wheel braking force required for the matched outward or inward braking mode is also determined according to the operating parameters to control the vehicle's inward or outward braking. This method is applicable to complex slope conditions in scenarios including but not limited to intelligent driving and / or manual driving, and achieves refined intelligent control of the vehicle's wheel ends, thereby improving the vehicle's anti-rollover performance, driving posture stability, and start-up smoothness, thus enhancing driving safety.

[0035] In some embodiments, the operating parameters include vehicle mass and road slope angle. The vehicle is braked inwards or outwards based on the slope condition and operating parameters, including: when the slope condition is a straight-slope parking condition, determining the longitudinal resistance based on the product of vehicle mass, road slope angle, and gravitational acceleration; determining the wheel braking force based on the longitudinal resistance and the number of wheels; and issuing an inward braking command based on the wheel braking force to control the vehicle's inward braking.

[0036] In this embodiment, mode selection is performed based on the ramp condition. Specifically, when the ramp condition is a straight-slope ramp parking condition, the scenario label is "straight-slope ramp parking." When a system ready flag is present and no fault flag is present, an inward / outward octave mode is selected, and an initial braking command is issued, including: selecting parking-straight-inward braking (inward braking is used for straight-straight parking to form a stable clamping force in the longitudinal direction). During the parking phase, the mode is parking. Based on the initial braking command, combined with the current wheel speed, current wheel braking force, EPB status, and the needs of the driver and passengers, an inward braking command is determined, including: if the vehicle has not yet come to a complete stop, performing conventional braking to stop; entering parking hold when the vehicle enters a low-speed threshold; selecting inward octave control based on the scenario label, and determining the vehicle attitude through an attitude formula, the attitude formula is... , in, For friction angle, For normal support force, Let be the moment of inertia of the vehicle about its vertical axis. The resultant external torque is the longitudinal axis.

[0037] Ensure the vehicle's posture meets the requirements for entering the inward-facing braking position; for example, the vehicle is not in a faulty posture. Further, determine the wheel braking force based on the longitudinal balance force formula and the formula for calculating wheel braking force on straight roads and slopes. The balance force formula is as follows: , in, The braking force is the force applied to the four wheels of the vehicle, where m is the vehicle's mass. Let g be the road slope angle, and g be the clockwise acceleration. This represents longitudinal resistance.

[0038] The formula for calculating the braking force of wheels on straight roads and slopes is as follows: , in, For braking force on straight roads and slopes. The preset allocation coefficient is F, where F is the longitudinal resistance.

[0039] Based on the braking force of the wheels on straight slopes, an inward braking command is issued to control the vehicle's inward braking. For example, the braking force is distributed to the four wheels in pairs, maximizing the longitudinal force of the left and right wheels to prevent backward slippage. The above achieves adaptive matching of control strategies by recognizing road conditions and vehicle posture in real time, reducing driver intervention, improving the intelligence and response accuracy of the control system under complex slope conditions, and enhancing the stability and scalability of the whole vehicle control system.

[0040] In some embodiments, operating parameters include vehicle mass, road slope angle, the angle between the driving direction and the slope direction, the road curvature radius, and the brake disc friction radius. Controlling the vehicle's octagonal braking or outward octagonal braking based on the slope condition and operating parameters includes: when the slope condition is a curved slope parking condition, determining the lateral resistance based on the product of vehicle mass, road slope angle, the angle between the driving direction and the slope direction, and gravitational acceleration; determining the longitudinal axis net external torque based on the lateral resistance and the brake disc friction radius; determining the compensation ratio coefficient based on the road slope angle and the road curvature radius; determining the braking force compensation value based on the lateral resistance, the longitudinal axis net external torque, and the compensation ratio coefficient; determining the wheel braking force based on the braking pressure compensation value and a preset braking force reference value; and issuing an outward octagonal braking command based on the wheel braking force to control the vehicle's outward octagonal braking.

[0041] In this embodiment, mode selection is performed based on the ramp condition. Specifically, when the ramp condition is a curve ramp parking condition, the scenario label is "Curve Ramp Parking." When a system ready flag is present and no fault flag is present, an inward / outward octave mode is selected, and an initial braking command is issued, including: either parking-curve-outward octave braking (outward octave braking is used for lane parking to stabilize the vehicle and counteract the external force component). During the parking phase, the mode is parking. Based on the initial braking command, combined with the current wheel speed, current wheel braking force, EPB status, and occupant needs, an outward octave braking command is determined, including: if the vehicle has not yet come to a complete stop, performing conventional braking to stop; entering parking hold when the vehicle enters a low-speed threshold; and selecting outward octave control based on the scenario label. It is determined that the vehicle posture meets the requirements for entering outward octave braking, for example, the vehicle posture is not in a fault posture. Further, the lateral resistance present in the vehicle is determined. , Where Φ is the angle between the driving direction and the slope direction, and the vehicle's outward lateral resistance is determined based on the lateral resistance. and inward lateral resistance Combined with the friction radius of the brake disc Determine the resultant external moment of the vehicle's longitudinal axis And calculate the compensation ratio coefficient for wheel braking force. , , This refers to the weighting coefficient for the road slope angle. This is the road curvature radius weighting coefficient. The braking force compensation value is determined based on the lateral resistance, the net external moment along the longitudinal axis, and the compensation ratio coefficient. Let the preset braking force reference value be . The braking force obtained includes: inward wheel braking force. and outward wheel braking force , Based on the wheel braking force, an outward braking command is issued to control the vehicle's outward braking (curving stop). Greater braking force is applied to the outer wheels to counteract the outward slippage caused by lateral gravity, while the inner wheels compensate appropriately to maintain balance. If it is necessary to counteract lateral gravity or if the wheel braking force is asymmetrical, the required difference in wheel braking force can be calculated to generate additional yaw moment to balance the vehicle's braking force, preventing understeer or fishtailing due to the coupling of driving force and gravity components. This achieves the coupling of yaw stability and longitudinal balance through differential braking between the left and right wheels.

[0042] In some embodiments, the operating parameters include a throttle signal, a rollback safety threshold, and a slip ratio. Controlling the vehicle's octagonal braking or outward octagonal braking based on the slope condition and operating parameters includes: when the slope condition is a straight-line slope start-up condition, determining the outward braking force and inward braking force based on a preset braking pressure compensation value and a preset braking pressure reference value; determining the initial braking force release trajectory based on the inward braking force, outward braking force, preset outward octagonal differential, preset release node, and preset start-up braking force; determining the wheel braking force release trajectory based on the throttle signal, preset drive torque, rollback safety threshold, and the initial braking force release trajectory, and / or based on the slip ratio and the rollback safety threshold, and / or based on the slip ratio, preset reverse braking force, rollback safety threshold, and the initial braking force release trajectory; and issuing an outward octagonal braking command based on the wheel braking force release trajectory to control the vehicle's outward octagonal braking.

[0043] In this embodiment, the mode is selected based on the ramp conditions, and 80% of the initial parking braking force is used as the preset starting braking force; when When the speed is greater than 0.2 m / s², the braking force is fully released, and this release point is taken as the preset release point. The outward braking force can be determined based on the preset braking pressure compensation value and the preset braking pressure reference value. and inward braking force The initial release trajectory is determined based on the inward and outward braking forces. The system determines the initial braking force release trajectory based on the original release trajectory, preset outward differential, preset release node, and preset starting braking force. It then determines the wheel braking force release trajectory based on the throttle signal, preset drive torque, rear slip safety threshold, and the initial braking force release trajectory, and / or based on the slip ratio and rear slip safety threshold, and / or based on the slip ratio, preset reverse braking force, rear slip safety threshold, and the initial braking force release trajectory. Based on the wheel braking force release trajectory, it issues an outward braking command to control the vehicle's outward braking, achieving smooth or continuous transition control between starting and stopping conditions without manual intervention. This effectively eliminates the risk of instantaneous brake release jerking and vehicle slippage, with no significant sudden changes in braking force, significantly improving driving comfort.

[0044] Specifically, when the slope condition is a straight-slope slope start condition, the scenario label is "straight-slope slope start." When there is a system ready flag and no fault flag, the system selects between inward / outward octave modes and issues an initial braking command, including: either start-straight-outward octave braking (outward octave braking provides external reverse braking force to suppress the vehicle during straight-slope start, and then releases smoothly). During the start preparation stage, based on the gear shift status (mode switched to D gear) and the driver's start intention recognition, the system calculates the initial braking force release trajectory in conjunction with the current parking braking force distribution. This includes: setting a segmented release curve, divided into 3 segments, retaining the initial parking braking force, and using 80% of the initial parking braking force as the preset start braking force, setting it to 80% of the parking braking force—slowly and linearly decreasing to the middle range of the wheel braking force—and continuing to release to 0 when wheel braking force input is detected and vehicle speed increases. The slope of each segment is calculated to ensure that the maximum allowable backward roll speed / distance is not exceeded. Specifically, based on the current wheel braking force, throttle signal, driving torque command, and octagon (either inside or outside) mode, the following is selected: octagon (straight-line hill start). During the release of wheel braking force, a moderate preset octagon differential (outer side slightly lower, inner side slightly higher) is applied to the inner and outer wheels to counteract the backward slipping trend and provide smooth propulsion in the driving direction. Octagon helps to form reverse support in the longitudinal direction. Combined with the drive motor torque, when the throttle signal increases, a small preset drive torque is synchronized with the segmented release to prevent the wheel braking force from being fully released to the point of excessive front-drive force. The slip ratio and yaw are monitored in real time. If the slip ratio or yaw deviation increases, the release is temporarily slowed down or the vehicle reverts to the previous pressure stage. If necessary, reverse braking force can be applied briefly, followed by a short period of octagon (either inside or outside) to achieve stable braking. The octagon (either inside or outside) braking command is determined, including: wheel braking force over time curve, driving torque command, start completion or reversal command. Simultaneously, longitudinal acceleration is monitored. ,when When the speed is greater than 0.2 m / s², the brake is fully released, and this release node is taken as the preset release node.

[0045] In some embodiments, the operating parameters further include slip ratio. Controlling the vehicle's octagonal braking or outward octagonal braking according to the slope condition and operating parameters includes: when the slope condition is a curve slope start condition, determining the initial wheel braking force according to a preset braking force reference value and a preset yaw rate feedback gain coefficient; determining the wheel braking force according to a preset outward slip suppression condition, slip ratio and initial wheel braking force, and / or according to a preset outward slip suppression condition, slip ratio, preset reverse braking force and initial wheel braking force; issuing an octagonal braking command according to the wheel braking force to control the vehicle's octagonal braking.

[0046] In this embodiment, when the ramp condition is a curve ramp start condition, the scenario label is curve ramp start. When there is a system ready flag and no fault flag, the octagon / outward octagon mode is selected and an initial braking command is issued, including: octagon start-curve octagon braking (octagon start provides inner braking torque to counteract lateral components and suppress outward slippage during curve start). During the start control phase, the preset braking force reference value ref and the preset yaw rate feedback gain coefficient are used. Determine the initial braking force of the wheels Based on preset anti-slip conditions (such as maintaining a higher braking force on the inside when starting in a curve, and the slip ratio or yaw rate meeting the anti-slip threshold), slip ratio, and initial wheel braking force, and / or based on preset anti-slip conditions, slip ratio, preset reverse braking force, and initial wheel braking force, the wheel braking force is determined. For example, based on the current wheel braking force, throttle signal, dynamic torque command, and octagon (either inside or outside) mode, octagon (starting in a curve) is selected. When starting in a curve, a higher braking force on the inside is maintained to generate a stable inner support torque, counteracting the slip trend and controlling yaw. The slip ratio and yaw are monitored in real time. If the slip ratio increases or the yaw deviation increases beyond the anti-slip threshold, the release is temporarily slowed down or the pressure is reversed to the previous stage. If necessary, a reverse braking force can be applied briefly, followed by a short period of octagon (either inside or outside) to achieve stable braking. The octagon (either inside or outside) braking command is determined, including: wheel braking force over time curve, drive torque command, start completion or reversal command, to effectively suppress outer wheel slippage and improve traction stability when starting in a curve or on a slope.

[0047] In some embodiments, the operating parameters include real-time wheel braking force, yaw rate, travel speed, acceleration, slip ratio, and real-time wheel braking force. Controlling the vehicle's octagonal braking or outward braking based on the slope conditions and operating parameters includes: constructing a PID closed loop based on the difference between the wheel braking force and the real-time wheel braking force; entering a parking lock mode when the difference and / or yaw rate exceed a preset safety threshold; correcting the real-time wheel braking force based on the PID closed loop; or controlling the vehicle to exit octagonal braking or outward braking when the travel speed, the ratio of acceleration to travel rate, the yaw rate, and the slip ratio meet a stability threshold; or executing a preset safety compensation strategy when the octagonal braking control or outward braking control malfunctions.

[0048] In this embodiment, the system collects the actual braking pressure at each wheel end in real time. The braking force of the wheels produced by the computer Through braking force deviation = Constructing a PID closed loop: , in, , and These are proportional gain, integral gain, and derivative gain, respectively.

[0049] The preset safety thresholds include the safety threshold for deviation and the safety threshold for yaw rate. Exceeding the threshold indicates that the braking force of the wheels does not meet the operational safety requirements. When the difference (deviation) and / or yaw rate exceed the preset safety threshold, the protection mechanism is triggered and the parking lock mode is entered. In the parking lock mode, the inward and outward symmetrical braking is maintained, and a warning signal is issued for the driver to intervene.

[0050] The PID closed-loop system corrects the real-time wheel braking force, ensuring the stability, accuracy, and safety of either 8-wheel or 8-wheel braking. It also automatically adjusts the braking force distribution ratio between the inner and outer wheels, ensuring lateral balance and longitudinal traction stability when starting and stopping on slopes and curves. On curved slopes (such as spiral ramps in multi-level parking garages or mountain road curves), it significantly improves the vehicle's ability to prevent slippage during starts and maintain its posture, reducing tire sideslip and camber risks, and ensuring vehicle stability and comfort.

[0051] Alternatively, when the ratio of driving speed, acceleration to driving rate, yaw rate, and slip ratio meets the stability threshold, the vehicle can be controlled to disengage from either octagonal braking or yaw braking. For example, when the vehicle speed and yaw rate are greater than the vehicle speed stability threshold and the yaw rate stability threshold, respectively, the driving speed and longitudinal acceleration / driving speed curves are stable, the slip ratio is within a safe range, and the start-up judgment conditions are met, the octagonal braking or yaw braking is disengaged, wheel-end control is returned to the conventional braking / drive system (ESC / ABS / TC), the scene label is cleared, and a completion record is issued.

[0052] Alternatively, when the vehicle's octagonal braking control or octagonal braking control malfunctions, a preset safety compensation strategy is executed. For example, anomaly and fault tolerance handling is performed, and degraded control commands are determined. EPB / ESC takeover commands and fault logs include: if a single wheel EMB fails, the wheel-end redundancy compensation strategy is immediately implemented to limit the braking force of adjacent or diagonal wheels, so that the overall yaw moment is maintained as much as possible, and the drive motor / regenerative braking compensation is invoked; if multiple wheels / buses fail, it degrades to the system-level anti-rollover system of EPB+ESC combination, notifies the driver and suggests a safe stop; all anomaly record time segments and fault codes are recorded for subsequent diagnosis to achieve fault tolerance and safety redundancy. When any wheel-end actuator fails, redundant compensation logic is designed to ensure that the hill start function is not interrupted, meeting the ISO26262 functional safety requirements and improving the system robustness and industrialization feasibility.

[0053] In some embodiments, determining the wheel braking force includes: determining a wheel braking force correction value when a first type of operating parameter in the operating parameters meets the wheel braking force correction condition; correcting the wheel braking force according to the wheel braking force correction value; and determining the corrected wheel braking force.

[0054] In this embodiment, the first type of operating parameters are parameters for correcting wheel braking force, including: road slope angle, yaw rate, real-time wheel speed, lateral acceleration, slip ratio, and additional yaw moment. The correction condition for wheel braking force is when the vehicle stability under the current operating parameters does not reach the safety threshold, requiring correction of wheel braking force. This includes, but is not limited to, conditions where the road slope angle change rate, yaw rate, lateral slip trend, and slippage trend determined according to the first type of operating parameters do not meet the safety threshold. In straight-line slope parking or curved slope parking conditions, when the road slope angle change rate and yaw rate change rate are detected to exceed the safety threshold for vehicle stability, the controller corrects the wheel braking force in real time, determines the corrected wheel braking, and uses it for octagonal or slalom braking. Alternatively, the wheel-end controller tracks the wheel braking force in a closed loop. If a lateral slippage trend is detected, the braking force of the outer or inner wheel is dynamically increased, adjusted according to the octagonal / slalom braking process. If single-wheel slippage is detected, the wheel braking force of that wheel is limited and compensated by the torque of the diagonal wheel / drive motor. Determine the corrected wheel braking force and braking commands, as well as fault / slippage alarms, to ensure differential braking between the inner and outer wheels and maintain vehicle lateral stability.

[0055] In some embodiments, controlling the vehicle's octagonal braking or outward braking according to the slope conditions and operating parameters includes: recording the process and user feedback of octagonal braking control or outward braking control to determine historical slope condition data; inputting the historical slope condition data into a preset optimization model to determine the correction value of the wheel braking force; and correcting the octagonal braking control or outward braking control according to the correction value.

[0056] In this embodiment, the process and user feedback of the inward or outward octagon braking control are recorded to determine historical slope condition data. This historical slope condition data includes historical operating data, different road surface data, wheel wear levels, records of successful or failed starts, slip ratio curves, yaw rate deviation, and driver / passenger complaints. Online parameter optimization is performed on the historical operating data. This involves incorporating a preset optimization model and online tuning of controller gain, wheel braking force release slope, slip ratio threshold, and steering wheel angle threshold. The optimized parameters are then updated and loaded during the next initialization to determine the correction value for wheel braking force. Based on this correction value, the inward or outward octagon braking control is adjusted to achieve more accurate control parameters.

[0057] In some embodiments, the operating parameters include road slope angle, road curvature radius, brake pedal travel, accelerator pedal opening, gear shift state, acceleration, driving speed, and steering wheel angle. Determining the slope condition based on the operating parameters includes: determining a straight slope or a curved slope based on the relationship between the road slope angle and a preset angle, and the relationship between the road curvature radius and a preset curvature; under a straight slope, if the second type of operating parameters meets preset straight slope parking conditions, it is determined to be a straight slope parking condition; or under a straight slope, if the third type of operating parameters meets preset straight slope starting conditions, it is determined to be a straight slope starting condition; or under a curved slope, if the second type of operating parameters meets preset curved slope parking conditions, it is determined to be a curved slope parking condition; or under a curved slope, if the third type of operating parameters meets preset curved slope starting conditions, it is determined to be a curved slope starting condition.

[0058] In this embodiment, the preset angle is the critical value for determining the ramp condition, set to 3°; the preset curvature is the critical value for determining the curve condition; the second type of parameters are parameters for determining straight-line ramp parking, including: steering wheel angle. Brake pedal travel The first category of parameters is the acceleration (a), and the driver's intention is determined by the shifting state (D / N / R). The third category of parameters is for determining the start on a straight road or hill, including: accelerator pedal opening. Steering wheel angle Brake pedal travel The driving speed v and the gear shift status (D / N / R) indicate the driver's intention.

[0059] The scenario is determined based on the operating parameters obtained from data acquisition and preprocessing. Specifically, when | |<3° and When the distance approaches infinity, the area is considered flat; when | |≥3° and When →∞, it is determined to be a straight slope; when | |≥3° and When the distance is less than 100m, it is determined to be a curve / slope condition. After determining it to be a slope, the steering wheel angle is determined based on the above judgment of curves and straight sections using R. The threshold lim is used to determine whether a curve or a straight section is possible. This is determined by the threshold value of the driving speed v. To determine whether to start or stop, the working condition of the ramp is determined using the working condition judgment formula, which is as follows:

[0060] in, =1 represents the preset straight-road ramp parking condition. Meeting this condition determines the straight-road ramp parking condition. =2 is the preset straight-road ramp start condition. Meeting this condition determines the straight-road ramp start condition. =3 represents the preset parking conditions for curves and ramps. Meeting this condition determines the curve and ramp working condition. =4 is the preset starting condition for curves and slopes. Meeting this condition determines the starting condition for curves and slopes.

[0061] Using the above formula and road slope angle, it determines whether the vehicle is parked or starting; whether it is on a curve or a straight road; and the slope level. It then determines the scene label: ({parking / starting} x {straight road} x slope level} to characterize the vehicle's slope condition. This enables the vehicle's wheel ends to be controlled according to different slope conditions. Furthermore, by integrating the slope angle and radius of curvature as dual parameters, the control mode is automatically matched, reducing the complexity of driver operation and improving the level of intelligence.

[0062] Furthermore, the aforementioned vehicle control method based on slope conditions supports OTA (Over-the-Air) calibration and self-learning algorithm updates; it is compatible with various chassis platforms, corner modules, etc.

[0063] The following is for reference. Figure 2 The vehicle control method based on slope conditions according to embodiments of the present invention will be described in detail.

[0064] like Figure 2 The diagram shown is a detailed flowchart of a vehicle control method based on ramp conditions according to an embodiment of the present invention. The method of the present invention includes at least steps S10-S21.

[0065] Step S10, System Initialization and Self-Test: Based on the power status, ECU self-test, wheel EMB / brake cylinder status, CAN bus signal rejection status, sensor self-test, and power supply host computer enable flag bit, perform self-test and process through flag bit settings. If a fault occurs (any wheel EMB offline, wheel speed sensor failure, CAN packet loss), enter fault-safe mode. If there is no fault, the system will block the flag. If there is a fault, output a fault indication and switch to degradation control. Among them, EPB / ESC switch takes priority.

[0066] Step S11, Data Acquisition and Preprocessing: Acquire vehicle operating parameters, including: wheel speed, driving speed, steering wheel angle, yaw rate, longitudinal and lateral acceleration, brake pedal travel, accelerator pedal opening and gear shifting status; perform low-pass filtering on the operating parameters to remove high-frequency noise, and use linear interpolation or forward / backward padding to process missing values ​​caused by communication interruptions, etc.; finally, output all preprocessed parameters.

[0067] Step S12: Obtain the following calculation parameters: road slope angle, angle between driving direction and slope, road curvature radius, and slip ratio; calculate longitudinal resistance, lateral resistance, and net external torque along the longitudinal axis.

[0068] Step S13: Determine the scenario based on the data collection and preprocessing results: determine whether it is a parking condition or a starting condition; determine whether it is a curve or a straight road; determine the slope level; determine the scenario label: ({parking / starting} x {straight road} x slope level}.

[0069] Step S14, Mode Selection: Based on the scene label, system readiness flag, and fault flag, select the mode and issue an initial braking command. Select either Stop-Straight-Inward Braking (Inward braking is used for stopping on a straight road to form a stable clamping force in the longitudinal direction) or Stop-Curve-Outward Braking (Outward braking is used for stopping on a road to strengthen directional stability and counteract the outward force component) or Start-Straight-Outward Braking (Outward braking provides external reverse braking force to suppress the outward slip when starting on a straight road, and then releases smoothly) or Start-Curve-Inward Braking (Inward braking provides inner braking torque to counteract the lateral component and suppress outward slip when starting on a curve).

[0070] Step S15, Parking Phase Control: Mode = Parking. Based on the initial braking command, combined with the current wheel speed, current wheel braking force, EPB status, and the needs of the driver and passengers, determine the inward or outward braking command, including: if the vehicle has not yet come to a complete stop, execute conventional braking to stop; when the vehicle enters the low speed threshold, enter parking maintenance; select inward or outward control according to the scene label and generate wheel braking force; for example, inward braking (straight-line parking): apply two-way opposing wheel braking force distribution to the four wheels to maximize the longitudinal resultant force of the left and right wheels to prevent backward slippage; outward braking (cornering parking): apply greater wheel braking force to the outer wheels to counteract the outward slippage tendency caused by lateral gravity, and the inner wheels compensate appropriately to maintain balance; if it is necessary to counteract lateral gravity or wheel braking force asymmetry, calculate the required wheel braking force difference to generate additional yaw moment.

[0071] Step S16, Real-time Closed-Loop Adjustment: Based on real-time wheel speed, yaw rate, lateral acceleration, slip ratio, and additional yaw moment, the wheel-end controller tracks the wheel braking force in a closed loop. If a lateral slip trend is detected, the braking force of the outer or inner wheel is dynamically increased, adjusting according to the 0 / 0 / 0 braking process. If single-wheel slippage is detected, the braking force of that wheel is limited and compensated with the torque of the diagonal wheel / drive motor. The corrected wheel braking force and braking command, as well as fault / slippage alarms, are determined.

[0072] Step S17, Starting Preparation: Based on the shift status (mode switched to D gear), driver's starting intention recognition, and current parking brake force distribution, calculate the initial release trajectory of the braking force, including: setting a segmented release curve, divided into 3 segments, retaining the initial parking brake force - slowly linearly reducing to the middle range of wheel braking force - continuing to release to 0 when wheel braking force input is detected and vehicle speed increases, calculating the slope of each segment to ensure that it does not exceed the maximum allowable backward rolling speed / distance.

[0073] Step S18, Starting Control: Based on the current wheel braking force, throttle signal, driving torque command, and octagon (either inside or outside) mode, select: octagon (straight-line start): During the release of wheel braking force, apply a moderate octagon differential (slightly lower on the outside and slightly higher on the inside) to the inner and outer wheels to counteract the backward slipping trend and provide smooth propulsion in the driving direction. Octoagon helps to form reverse support in the longitudinal direction. Octoagon (cornering start): Maintain a higher braking force on the inside when starting in a corner to generate a stable inner support torque, counteract the outward slipping trend, and control yaw. Combined with the drive motor torque, when the throttle signal rises, first preset a small amount of drive torque and synchronize it with the segmented release to avoid the wheel braking force being fully released to the front drive force too abruptly. Monitor the slip ratio and yaw in real time. If the slip ratio increases or the yaw deviation increases, temporarily slow down the release or return to the previous pressure stage. If necessary, briefly apply reverse braking force, and then apply octagon or outside for a short period to achieve stable braking. Determine the octagon or outside braking command, which includes: wheel braking force over time curve, driving torque command, start completion or reversal command.

[0074] Step S19, Start-up completion judgment and exit control: When the driving speed, longitudinal acceleration / driving speed curve is stable, the slip ratio is within a safe range, and the start-up judgment conditions are met, the inward or outward braking is disengaged, the wheel-end control is returned to the conventional braking / drive system (ESC / ABS / TC), the scene label is cleared, and a completion record is issued.

[0075] Step S20, Anomaly and Fault Tolerance Handling: Determine the degraded control command, EPB / ESC takeover command, and fault log, including: If a single wheel EMB fails, immediately enter the wheel-end redundancy compensation strategy to limit the braking force of adjacent or diagonal wheels, so as to maintain the overall yaw moment as much as possible, and call the drive motor / regenerative brake compensation; If multiple wheels / bus failures occur, degrade to the system-level anti-rollover of the EPB+ESC combination, notify the driver, and suggest a safe stop; Record all anomaly recording timestamps and fault codes for subsequent diagnosis.

[0076] Step S21, online parameter optimization: historical working condition data, different road surface data, wheel wear degree, start success or failure records, slip ratio curve, yaw deviation, driver and passenger perception complaints, etc. are added to the preset optimization model, and the controller gain, wheel braking force release slope, slip ratio threshold and steering wheel angle threshold are adjusted online. The optimized parameters are updated and loaded during the next initialization.

[0077] According to the vehicle control method based on slope conditions according to embodiments of the present invention, the slope condition of the vehicle is automatically determined by acquiring the vehicle's operating parameters, and the inward or outward braking mode matching the slope condition is automatically determined according to the operating parameters. The wheel braking force required for the matched outward or inward braking mode is also determined according to the operating parameters to control the vehicle's inward or outward braking. This method is applicable to complex slope conditions in scenarios including but not limited to intelligent driving and / or manual driving, and achieves refined intelligent control of the vehicle's wheel ends, thereby improving the vehicle's anti-rollover performance, driving posture stability, and start-up smoothness, thus enhancing driving safety.

[0078] The following is for reference. Figure 3-7 The vehicle described is an embodiment of the present invention.

[0079] The vehicle in this embodiment of the invention includes: a processor, a memory, and a vehicle control program based on ramp conditions stored in the memory and executable on the processor. When the vehicle control program based on ramp conditions is executed by the processor, it implements the vehicle control method based on ramp conditions as described in any of the above embodiments.

[0080] like Figure 3 The diagram shown is a schematic representation of a vehicle control system based on a slope condition according to an embodiment of the present invention. The vehicle of this embodiment passes through... Figure 3 The components work together to achieve either an inward or outward braking.

[0081] like Figure 4 The diagram shown is a schematic of an embodiment of the yaw control system of the present invention. The inward braking of the two front wheels or the two rear wheels is yaw braking, and the outward braking of the two front wheels or the two rear wheels is yaw braking.

[0082] like Figure 5 The diagram shown is a schematic of the inward / outward octagon control on a straight ramp according to an embodiment of the present invention. It can be seen that on a straight ramp, the vehicle on the left brakes with both front wheels octagonally outward, while the vehicle on the right brakes with both front wheels octagonally inward.

[0083] like Figure 6 The diagram shown is a schematic of the inward / outward octagon control on a curve and ramp according to an embodiment of the present invention. It can be seen that on a curve and ramp, the two front wheels of the vehicle on the left are braked with outward octagon braking, while the two front wheels of the vehicle on the right are braked with inward octagon braking.

[0084] like Figure 7 The diagram shown illustrates wheel-end control according to an embodiment of the present invention. The vehicle controller interacts with other modules to control the motors in the all-electric modules of each wheel segment to release braking force, thereby controlling the wheel ends to perform either inward or outward yaw braking. Furthermore, it features fault-tolerant and safety redundancy designs, such as a redundant vehicle controller and redundant front / rear high-voltage controllers, ensuring uninterrupted hill-start and hill-start functions, meeting ISO26262 functional safety requirements, and improving system robustness and feasibility for industrialization.

[0085] Furthermore, in conjunction with the vehicle control method based on slope conditions described in the above embodiments, the vehicle includes: The slope and curvature recognition unit is used to output the road slope angle. Road curvature radius yaw rate Longitudinal acceleration lateral acceleration .

[0086] Braking intention recognition module, used to input brake pedal travel Accelerator pedal opening Driving speed, output current driving intention indicator .

[0087] The vehicle motion controller is used to input the above parameters, determine the vehicle's operating condition (flat ground / uphill / downhill, straight road / curve, parking / starting), and select the corresponding control mode.

[0088] The braking torque distribution module receives the longitudinal resistance and yaw moment generated by the vehicle motion controller, calculates the four-wheel distribution matrix, and outputs it to the inner and outer eight-wheel braking circuits respectively.

[0089] The wheel-end actuator is used to perform independent braking pressure adjustment according to the braking force command, realize the differential braking output of the inner and outer eight wheels, and feed back the real-time wheel braking force to the controller to form a closed loop.

[0090] The aforementioned vehicle motion controller calculations, slope and curvature recognition, braking intent recognition, braking torque distribution, wheel-end actuators, and sensor signal acquisition and status monitoring all interact via CAN or Ethernet bus. For example, road slope angle... With road curvature radius Directly affects control mode determination; braking intention signal The system triggers the starting or parking logic; real-time wheel braking force feedback from the wheel ends participates in closed-loop regulation. Through a two-layer interaction between the vehicle motion controller and the wheel-end execution unit, the upper-level vehicle motion controller determines the control mode based on slope, curvature, and acceleration and generates target braking torque distribution commands. The lower-level wheel-end controller executes the inner and outer eight-way distribution commands in real time and performs closed-loop feedback. This achieves millisecond-level response dynamic braking force distribution and yaw moment correction, improving the precision and real-time performance of system control. It is particularly suitable for slope anti-rollover control in all-electric drive vehicles or brake-by-wire platforms.

[0091] Alternatively, the vehicles include: The vehicle motion controller, connected to the EMB wheel-end / steer-by-wire actuator, is used to send four-way wheel braking force reference values ​​via the CAN bus; the EMB wheel-end / steer-by-wire actuator and the vehicle motion controller provide real-time feedback of pressure sensor and temperature signals; the attitude sensor and slope recognition module provide acceleration and angular velocity data; the slope recognition module, connected to the vehicle motion controller, outputs the real-time slope angle. With curvature The driver input module (pedal sensor) is connected to the intent recognition module to provide information about the brake pedal travel. Accelerator pedal opening The system also monitors real-time D / N / R values ​​for gear shifting; the vehicle motion controller connects to the braking torque distribution module to issue the longitudinal axis resultant external torque and lateral resistance; the distribution module connects to the EMB wheel-end / steer-by-wire actuator to output corresponding inner and outer yaw rate differential proportional signals. Through this closed-loop link, the system forms a five-layer dynamic control system of "detection—judgment—distribution—execution—feedback," ensuring reduced control response time, reduced braking error, and improved yaw rate tracking. Furthermore, the use of the EMB brake-by-wire system achieves millisecond-level response and zero hydraulic delay; the independently designed modules for executing outer or inner yaw rate control avoid the pressure lag problem in centralized systems, improving safety.

[0092] The aforementioned system is an intelligent cooperative braking control system for multiple working conditions on curves and slopes. This system can not only achieve longitudinal anti-slip in straight slopes, but also achieve lateral stability control in curves and slopes, realizing integrated coordination of "starting-stopping-attitude control". It has comprehensive advantages such as fast control response, strong adaptability and high comfort, and is especially suitable for intelligent chassis integrated control scenarios of future electrification and drive-by-wire platforms.

[0093] According to embodiments of the present invention, the vehicle obtains the vehicle's operating parameters by executing a vehicle control program based on slope conditions stored in the memory through a processor, automatically determines the slope conditions in which the vehicle is located, automatically determines the inward or outward braking mode matching the slope conditions based on the operating parameters, and determines the wheel braking force required for the matched outward or inward braking mode based on the operating parameters, so as to control the vehicle's inward or outward braking. This is applicable to complex slope conditions in scenarios including but not limited to intelligent driving and / or manual driving, realizing refined intelligent control of the vehicle's wheel ends, thereby improving the vehicle's anti-rollover performance, driving posture stability, and start-up smoothness, and thus improving driving safety.

[0094] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0095] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle control method based on slope conditions, characterized in that, include: Obtain the operating parameters of the vehicle; The ramp operating conditions are determined based on the aforementioned operating parameters; The vehicle's octagonal braking or saddle-out braking is controlled according to the slope conditions and operating parameters.

2. The vehicle control method based on slope conditions according to claim 1, characterized in that, The operating parameters include vehicle mass and road gradient angle. The step of applying either octagonal braking or saddle-out braking to the vehicle based on the slope conditions and the operating parameters includes: When the ramp condition is a straight ramp parking condition, the longitudinal resistance is determined based on the product of the vehicle mass, the road slope angle, and the gravitational acceleration. The wheel braking force is determined based on the longitudinal resistance and the number of wheels of the vehicle; Based on the braking force of the wheels, an inward braking command is issued to control the vehicle's inward braking.

3. The vehicle control method based on slope conditions according to claim 1, characterized in that, The operating parameters include vehicle mass, road slope angle, the angle between the driving direction and the slope direction, road curvature radius, and brake disc friction radius. Controlling the vehicle's octagonal braking or saddle-out braking based on the slope conditions and the operating parameters includes: When the ramp condition is a curved ramp parking condition, the lateral resistance is determined based on the product of the vehicle mass, the road slope angle, the angle between the driving direction and the slope direction, and the gravitational acceleration. The resultant external torque along the longitudinal axis is determined based on the lateral resistance and the friction radius of the brake disc. The compensation ratio coefficient is determined based on the road slope angle and the road radius of curvature. The braking force compensation value is determined based on the lateral resistance, the resultant external torque along the longitudinal axis, and the compensation ratio coefficient. The wheel braking force is determined based on the brake pressure compensation value and the preset braking force reference value. Based on the braking force of the wheels, an outward braking command is issued to control the outward braking of the vehicle.

4. The vehicle control method based on slope conditions according to claim 1, characterized in that, The operating parameters include throttle signal, rollback safety threshold, and slip ratio. Controlling the vehicle's octagonal braking or slalom braking based on the slope conditions and the operating parameters includes: When the slope condition is a straight slope start condition, the outward braking force and the inward braking force are determined according to the preset braking pressure compensation value and the preset braking pressure reference value. The initial release trajectory of the braking force is determined based on the inward braking force, the outward braking force, the preset outward differential, the preset release node, and the preset starting braking force. The wheel braking force release trajectory is determined based on the throttle signal, preset drive torque, rollback safety threshold and the initial braking force release trajectory, and / or based on the slip ratio and rollback safety threshold and the initial braking force release trajectory, and / or based on the slip ratio, preset reverse braking force, rollback safety threshold and the initial braking force release trajectory. Based on the wheel braking force release trajectory, an outward braking command is issued to control the vehicle's outward braking.

5. The vehicle control method based on slope conditions according to claim 1, characterized in that, The operating parameters also include slip ratio, and controlling the vehicle's octagonal braking or slalom braking according to the slope conditions and the operating parameters includes: When the slope condition is a curve slope start condition, the initial braking force of the wheel is determined according to the preset braking force reference value and the preset yaw rate feedback gain coefficient. The wheel braking force is determined based on the preset anti-slip condition, the slip ratio, and the initial wheel braking force, and / or based on the preset anti-slip condition, the slip ratio, the preset reverse braking force, and the initial wheel braking force. Based on the braking force of the wheels, an inward braking command is issued to control the vehicle's inward braking.

6. The vehicle control method based on slope conditions according to any one of claims 2-5, characterized in that, The operating parameters include real-time wheel braking force, yaw rate, travel speed, acceleration, slip ratio, and real-time wheel braking force. Controlling the vehicle's octagonal braking or slalom braking based on the slope conditions and the operating parameters includes: A PID closed loop is constructed based on the difference between the wheel braking force and the real-time wheel braking force. When the difference and / or the yaw rate exceed a preset safety threshold, the parking lock mode is entered. The real-time wheel braking force is corrected based on the PID closed loop; or When the ratio of driving speed, acceleration to driving rate, yaw rate, and slip ratio meets the stability threshold, the vehicle is controlled to disengage from either inward or outward yaw braking; or When the vehicle malfunctions in either the inward or outward octave braking control, a preset safety compensation strategy is executed.

7. The vehicle control method based on slope conditions according to claim 2 or 3, characterized in that, The determination of the wheel braking force includes: When the first type of operating parameter in the operating parameters satisfies the correction condition of the wheel braking force, the wheel braking force correction value is determined; The wheel braking force is corrected based on the wheel braking force correction value to determine the corrected wheel braking.

8. The vehicle control method based on slope conditions according to claim 6, wherein controlling the vehicle's octagonal braking or slalom braking according to the slope conditions and the operating parameters comprises: Record the process and user feedback of the inward or outward braking control to determine historical ramp operating data; Input historical slope working condition data into a preset optimization model to determine the correction value of the wheel braking force; The octagonal braking control or the outward octagonal braking control is adjusted according to the correction value.

9. The vehicle control method based on slope conditions according to claim 1, characterized in that, The operating parameters include road slope angle, road curvature radius, brake pedal travel, accelerator pedal opening, gear shift status, acceleration, driving speed, and steering wheel angle. Determining the slope conditions based on the operating parameters includes: Based on the relationship between the road slope angle and the preset angle, and the relationship between the road curvature radius and the preset curvature, determine whether it is a straight road slope or a curved road slope. When the second type of parameter in the operating parameters meets the preset straight-slope parking conditions at the bottom of the straight-slope ramp, it is determined to be a straight-slope parking condition; or When the third type of parameter in the operating parameters meets the preset straight-slope start conditions on the straight-slope ramp, it is determined to be a straight-slope start condition; or When the second type of parameter in the operating parameters meets the preset parking conditions for the curved ramp, the condition is determined to be a parking condition for the curved ramp; or When the third type of parameter in the operating parameters meets the preset starting conditions for the curve and slope, it is determined to be the starting condition for the curve and slope.

10. A vehicle, characterized in that, The vehicles include: A processor, a memory, and a slope-based vehicle control program stored in the memory and executable on the processor, wherein the slope-based vehicle control program, when executed by the processor, implements the slope-based vehicle control method as described in any one of claims 1-9.

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