A control method and system of a vehicle, a vehicle and a storage medium

Abstract

The present disclosure provides a vehicle control method, system, vehicle and storage medium, the method comprising: in the case that the first axis wheel of the vehicle is located on a flat slope road surface and the second axis wheel is located on a variable slope road surface, determining a target speed of the vehicle based on vehicle state data; performing deviation correction based on the target speed and the actual speed of the vehicle to obtain a target speed deviation; determining a corrected speed and a corrected torque corresponding to the target speed deviation based on the target speed deviation; controlling the vehicle to be in a target state using a speed control link or a safety backup link, the target state including a driving state or a stationary state, the speed control link being formed based on the corrected speed; the safety backup link being formed based on the corrected torque; the safety backup link being used for execution in the case of failure of the speed control link.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and in particular to a vehicle control method, system, vehicle, and storage medium. Background Technology

[0002] During vehicle operation, especially in complex road conditions such as starting on a slope or braking, the vehicle is prone to rolling backward due to insufficient driving or braking force, affecting driving safety and driving experience.

[0003] In related technologies, vehicle control systems use Ax sensors to sense the current gradient and, based on this gradient, call corresponding control parameters to adjust driving or braking force. However, in special scenarios where the front axle is on a flat road and the rear axle is on a steep slope, the Ax sensor's identification often does not match the actual climbing intention, leading to a misjudgment of a flat road condition. This results in premature release of driving or braking force, making the driving or braking force insufficient to overcome the slope resistance and causing the vehicle to roll backward. To address this rolling backward problem, most methods control driving or braking force to keep the vehicle moving normally or stationary. However, using torque or braking force control results in a slow vehicle response. Therefore, a new method is urgently needed to improve these issues. Summary of the Invention

[0004] One objective of this disclosure is to provide a vehicle control method to solve the problem of backward slippage when the front axle is on a flat road and the rear axle is on a steep slope; a second objective is to provide a vehicle control system; a third objective is to provide a vehicle; and a fourth objective is to provide a computer-readable storage medium.

[0005] To achieve the above objectives, the technical solution adopted in this disclosure is as follows: This disclosure proposes a vehicle control method, which includes: determining a target rotational speed of the vehicle based on vehicle state data when the first axle wheel is on a flat road surface and the second axle wheel is on a road surface with a changing slope; performing deviation correction based on the target rotational speed and the actual rotational speed to obtain a target rotational speed deviation; determining a corrected rotational speed and a corrected torque corresponding to the target rotational speed deviation based on the target rotational speed deviation; controlling the vehicle to a target state, including a driving state or a stationary state, using a rotational speed control link or a safety backup link; the rotational speed control link is a link formed based on the corrected rotational speed; the safety backup link is a link formed based on the corrected torque; and the safety backup link is used to execute in the event of failure of the rotational speed control link.

[0006] Based on the aforementioned technical characteristics, when the vehicle's first axle wheels are on a flat slope and the second axle wheels are on a sloped surface, the target speed of the vehicle is determined by analyzing vehicle status data. Based on the deviation between the target speed and the actual speed, the target speed deviation is calculated. The corrected speed and corrected torque are determined using the target speed deviation, and the vehicle is controlled to maintain the target state based on the speed control link or a safety backup link. This avoids the premature release of the VAF function caused by relying on the Ax sensor to estimate the slope, effectively preventing the vehicle from rolling backward in special slope scenarios. After determining the corrected speed and corrected torque, compensation is prioritized by the speed control link, which can quickly respond and intervene in control when backward rolling occurs, improving the vehicle's driving stability in complex road conditions, especially in scenarios where the front wheels are on a flat road, the rear wheels are on a steep slope, and the coefficient of friction is low, significantly enhancing the vehicle's climbing ability and safety. When the speed control link fails, it switches to the safety backup link, thereby improving the system's safety redundancy capability under fault conditions while ensuring response speed.

[0007] In some embodiments, controlling the vehicle to a target state using a speed control link or a safety backup link includes: Send the corrected speed and corrected torque to the drive system, and obtain the corrected speed; Closed-loop control is performed based on the corrected speed and the target speed. If the deviation between the corrected speed and the target speed is greater than or equal to the first speed deviation threshold within a preset time, the speed control link is determined to be faulty. The fault flag of the speed control link is set to the target value, and the corrected torque in the safety backup link is used to control the vehicle to the target state.

[0008] Based on the aforementioned technical characteristics, the powertrain simultaneously sends corrected speed and corrected torque to the drive system. The corrected speed has a faster response time, and under normal circumstances, the deviation between the corrected speed and the target speed will gradually decrease. If the deviation between the corrected speed and the target speed does not change as expected over a period of time, the speed control link is considered to have failed. The powertrain stops sending corrected speed, the control link switches to the safety backup link, and vehicle control is performed based on the corrected torque. In this way, efficient adjustment is achieved through the speed control link, while the safety backup link provides a safety net, ensuring both high dynamic response during normal operation and controllability and safety under abnormal conditions.

[0009] In some embodiments, sending corrected speed and corrected torque to the drive system includes: Under driving conditions, a first drive compensation request is sent to the drive system; The first drive compensation request includes a first corrected speed and a first corrected torque. The corrected speed includes the first corrected speed, and the corrected torque includes the first corrected torque. The first corrected speed and the first corrected torque are determined based on the target drive speed deviation in the target speed deviation.

[0010] Based on the aforementioned technical features, under driving conditions, a first corrected speed and a first corrected torque, determined based on the target driving speed deviation within the target speed deviation, are sent to the drive system to control the vehicle in a driving state. This allows for rapid compensation via the first corrected speed and / or the first corrected torque when the wheels slip backward, ensuring stable vehicle operation.

[0011] In some embodiments, sending corrected speed and corrected torque to the drive system includes: Under driving conditions, if the first wheel of the vehicle is slipping, a first braking force compensation request is sent to the braking system corresponding to the first wheel, a torque reduction request is sent to the drive system corresponding to the first wheel, and a first drive compensation request is sent to the drive system corresponding to the first wheel and the drive system corresponding to the second wheel. The first braking force compensation request includes a first braking force, which is determined based on the slip ratio of the first wheel. The torque reduction request includes a target torque value. The second wheel is the wheel on the opposite side of the first wheel on the same axle.

[0012] Based on the aforementioned technical features, under driving conditions, if slippage of the first wheel is detected, and the vehicle employs a centralized electric drive architecture, the powertrain sends a first braking force compensation request to the braking system corresponding to the first wheel, a torque reduction request to the drive system corresponding to the first wheel, and a first drive compensation request to the drive systems corresponding to the first and second wheels. This enables coordinated control of hydraulic braking and torque reduction on the slipping wheel. This allows for rapid response when a wheel slips, suppressing wheel spin, improving traction distribution efficiency, and ensuring stable vehicle operation on low-traction surfaces, thus avoiding the risk of loss of control due to single-wheel slippage.

[0013] In some embodiments, sending corrected speed and corrected torque to the drive system includes: Under driving conditions, if the first wheel in the vehicle is slipping, a torque reduction request and a first drive compensation request are sent to the drive system corresponding to the first wheel, and a first speed difference and a first torque difference are sent to the drive system corresponding to the second wheel. The torque reduction request includes a target torque value, the second wheel is the wheel on the opposite side of the first wheel on the same axle, the first speed difference is determined based on the target speed and the actual speed of the second wheel, and the first torque difference is obtained by converting based on the first speed difference; the first speed difference and the first torque difference are used to reduce the target speed and target torque of the second wheel.

[0014] Based on the aforementioned technical features, when wheel slippage is detected during driving, if the vehicle employs a distributed electric drive architecture, the powertrain sends a torque reduction request and a first drive compensation request to the drive system corresponding to the slipping wheel, and simultaneously sends a first speed difference and a first torque difference to the drive system corresponding to the opposite wheel on the same axle. This enables adjustment of the torque difference between the left and right wheels. In this way, the torque output of each wheel can be precisely controlled, improving the vehicle's dynamic balance and enhancing steering stability.

[0015] In some embodiments, the deviation correction based on the vehicle's target speed and actual speed is used to obtain the target speed deviation, including: under driving conditions, parsing the accelerator pedal opening and gear data in the vehicle state data to obtain the target driving speed in the target speed; and calculating the deviation between the target driving speed and the actual driving speed in the actual speed to obtain the target driving speed deviation in the target speed deviation.

[0016] Based on the aforementioned technical features, the target driving speed is obtained by analyzing the accelerator pedal opening and gear position data. The deviation is then calculated by combining this data with the actual driving speed to obtain the target driving speed deviation. This method effectively suppresses speed fluctuations caused by changes in slope resistance, ensuring a smooth transition during vehicle start-up or hill climbing, and improving driving comfort.

[0017] In some embodiments, sending corrected speed and corrected torque to the drive system includes: Under braking conditions, a second drive compensation request is sent to the drive system; The second drive compensation request includes a second corrected speed and a second corrected torque. The corrected speed includes a second corrected speed, and the corrected torque includes a second corrected torque. The second corrected speed and the second corrected torque are determined based on the target braking speed deviation in the target speed deviation.

[0018] Based on the aforementioned technical features, under braking conditions, the deviation between the target braking speed and the actual braking speed is calculated to generate a second corrected speed and a second corrected torque. A second drive compensation request is then sent to the drive system to actively intervene in the braking process. This overcomes the problem of the braking system rolling backward on flat roads with the front wheels on steep slopes with the rear wheels on steep inclines, effectively maintaining the vehicle's stationary state and improving safety.

[0019] In some embodiments, the method further includes: During braking, a second braking force compensation request is sent to the braking system to keep the vehicle stationary. The second braking force compensation request includes a second braking force, which is determined by analyzing the brake pedal travel and the second correction torque.

[0020] Based on the aforementioned technical features, under braking conditions, the powertrain can calculate the required second braking force based on the brake pedal travel and the second correction torque, and send a second braking force compensation request to the braking system to achieve auxiliary control of the braking system. In this way, through a braking compensation mechanism led by the powertrain, sufficient braking force is ensured when the vehicle brakes on a slope, effectively preventing rollback and improving the reliability and adaptability of the entire vehicle's braking system.

[0021] In some embodiments, the method further includes: During braking, a VAF function activation request is sent to the braking system to use the activated VAF function to keep the vehicle stationary.

[0022] Based on the aforementioned technical features, the powertrain can directly activate the VAF function during braking, thereby enabling auxiliary control of the braking system. Through VAF intervention, timely compensation can be provided when the vehicle exhibits a tendency to roll backward, ensuring the vehicle remains stationary and thus improving driving safety.

[0023] In some embodiments, deviation correction is performed based on the target speed and the actual speed of the vehicle to obtain the target speed deviation, including: Based on the gear position data in the vehicle status data, when the wheel speed direction of the first axle wheel and / or the wheel speed direction of the second axle wheel are opposite to the wheel speed direction corresponding to the gear position data, the deviation is corrected based on the vehicle's target speed and actual speed to obtain the target speed deviation.

[0024] Based on the aforementioned technical features, by combining gear position data, the wheel speed direction of the first axle wheels, and the wheel speed direction of the second axle wheels, it is determined whether the vehicle's rotational speed needs to be corrected. This avoids the problem of misjudging slope caused by relying solely on acceleration sensors, thus enabling more sensitive and accurate identification of the risk of rolling backward, and timely activation of drive force or braking force compensation control, improving driving safety and user experience.

[0025] In some embodiments, deviation correction is performed based on the target speed and the actual speed of the vehicle to obtain the target speed deviation, including: If the accelerator pedal opening in the vehicle status data is greater than the first threshold, and the actual driving speed is different from the target driving speed, a deviation correction is performed based on the vehicle's target driving speed and actual driving speed to obtain the target driving speed deviation.

[0026] Based on the aforementioned technical features, when the accelerator pedal opening exceeds a first threshold and the actual driving speed differs from the target driving speed, a deviation correction is performed based on the target driving speed and the actual driving speed to obtain the target driving speed deviation. This allows for accurate identification of underdrive situations caused by excessive slope resistance, thereby achieving safer and more reliable hill start control, improving the driving experience and driving safety.

[0027] In some embodiments, deviation correction is performed based on the target speed and the actual speed of the vehicle to obtain the target speed deviation, including: If the brake pedal travel in the vehicle status data is greater than the second threshold, and the actual braking speed is different from the target braking speed, a deviation correction is performed based on the vehicle's target braking speed and actual braking speed to obtain the target braking speed deviation.

[0028] Based on the aforementioned technical features, under braking conditions, when the brake pedal travel exceeds the second threshold and the actual braking speed differs from the target braking speed, a deviation correction is performed based on the vehicle's target braking speed and the actual braking speed to obtain the target braking speed deviation. This judgment method, based on the comparison between braking intention and the vehicle's actual motion state, can promptly detect the risk of rolling backward and ensure safe parking of the vehicle when braking on a slope.

[0029] This disclosure proposes a vehicle control system, which includes: a power system; The powertrain system is used to determine the target speed of the vehicle based on vehicle state data when the first axle wheels are on a flat road surface and the second axle wheels are on a changing road surface; to perform deviation correction based on the target speed and the actual speed to obtain the target speed deviation; to determine the corrected speed and corrected torque corresponding to the target speed deviation based on the target speed deviation; and to control the vehicle to a target state, including a driving state or a stationary state, using a speed control link or a safety backup link. The speed control link is a link based on the corrected speed; the safety backup link is a link based on the corrected torque; and the safety backup link is used to execute in the event of failure of the speed control link.

[0030] In some embodiments, the power system is further configured to send a corrected speed and a corrected torque to the drive system and obtain the corrected speed; perform closed-loop control based on the corrected speed and the target speed; if the deviation between the corrected speed and the target speed is greater than or equal to a first speed deviation threshold within a preset time, the speed control link is determined to be faulty, the fault flag of the speed control link is set to the target value, and the corrected torque in the safety backup link is used to control the vehicle to be in the target state.

[0031] This disclosure provides a vehicle that includes at least a power system, a drive system, and a braking system. The power system, drive system, and braking system are communicatively connected. The power system stores a computer program or instructions. When the computer program or instructions are executed by the power system, the steps of the aforementioned method are implemented.

[0032] This disclosure provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the aforementioned method.

[0033] This disclosure provides a computer program product, including a computer program or instructions, which, when executed by a processor, implement the steps of the aforementioned method.

[0034] The vehicle control method provided in this disclosure, when the first axle wheels are on a flat slope and the second axle wheels are on a sloped surface, determines the target rotational speed of the vehicle by analyzing vehicle state data; calculates the target rotational speed deviation based on the deviation between the target rotational speed and the actual rotational speed; determines the corrected rotational speed and corrected torque using the target rotational speed deviation; and controls the vehicle to be in the target state based on the rotational speed control link or the safety backup link. This avoids the problem of premature release of the VAF function caused by relying on the Ax sensor to estimate the slope, thus effectively preventing the vehicle from rolling backward in special slope scenarios. After determining the corrected rotational speed and corrected torque, compensation is preferentially performed by the rotational speed control link, which can quickly respond and intervene in control when backward rolling occurs, improving the vehicle's driving stability in complex road conditions, especially in scenarios where the front wheels are on a flat road, the rear wheels are on a steep slope, and the coefficient of friction is low, significantly enhancing the vehicle's climbing ability and safety. When the rotational speed control link fails, it switches to the safety backup link, thereby improving the system's safety redundancy capability under fault conditions while ensuring response speed. Attached Figure Description

[0035] Figure 1 This is a flowchart illustrating a vehicle control method provided in an embodiment of this disclosure. Figure 1 ; Figure 2 This is a schematic diagram of a scenario provided by an embodiment of this disclosure; Figure 3 This is a force analysis of a vehicle provided in an embodiment of the present disclosure. Figure 1 ; Figure 4 This is a force analysis of a vehicle provided in an embodiment of the present disclosure. Figure 2 ; Figure 5 This is a control timing diagram under a driving condition provided in an embodiment of this disclosure; Figure 6 This is a flowchart illustrating a vehicle control method provided in an embodiment of this disclosure. Figure 2 ; Figure 7 This is a control timing diagram under braking conditions provided in an embodiment of the present disclosure; Figure 8 This is a flowchart illustrating a vehicle control method provided in an embodiment of this disclosure. Figure 3 ; Figure 9 This is a schematic diagram of the architecture of a vehicle control system provided in an embodiment of this disclosure.

[0036] It should be noted that the terms "first" and "second" mentioned above are only used to distinguish between different options and do not represent the degree of superiority or inferiority of the options or their priority in the implementation process. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this disclosure clearer, the disclosure will be further described in detail below with reference to the accompanying drawings. The described embodiments should not be regarded as limitations on this disclosure. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0038] To make the objectives, technical solutions, and advantages of the embodiments of this disclosure clearer, the specific technical solutions of the application will be further described in detail below with reference to the accompanying drawings of the embodiments of this disclosure. The following embodiments are used to illustrate this disclosure, but are not intended to limit the scope of this disclosure.

[0039] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0040] In the following description, the terms "first," "second," and "third" are used only to distinguish different objects and do not represent a specific order of objects or have any chronological limitation. It is understood that "first," "second," and "third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this disclosure described herein can be implemented in an order other than that illustrated or described herein.

[0041] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The terminology used herein is for the purpose of describing embodiments of this disclosure only and is not intended to be limiting of this disclosure.

[0042] This disclosure provides a vehicle control method, system, vehicle, and storage medium. In practical applications, the vehicle control method can be implemented by an on-board terminal. The vehicle control method provided in this disclosure will now be described using a vehicle as the executing entity.

[0043] Figure 1 This is a flowchart illustrating a vehicle control method provided in an embodiment of the present disclosure, as shown below. Figure 1 As shown, the vehicle control method can be implemented through steps 101-104.

[0044] Step 101: With the first axle wheel of the vehicle on a flat slope and the second axle wheel on a slope, determine the target speed of the vehicle based on the vehicle status data.

[0045] Among them, a flat slope road surface is a road surface with a relatively gentle slope. For example, a road surface with a slope value less than a first slope threshold can be defined as a flat slope road surface. For example, the first slope threshold can be a value set based on experience, such as 1%. This disclosure does not limit the value of the first slope threshold.

[0046] A variable slope road surface is a road surface with a changing slope value. For example, a variable slope road surface includes at least a steep slope road surface or a curb.

[0047] In some embodiments, such as Figure 2 As shown, the vehicle is currently in the following scenario: the two front wheels (e.g., the first axle wheels) are traveling on a flat road, while the two rear wheels (e.g., the second axle wheels) are traveling on a steep, muddy slope with low adhesion. When the driving force cannot overcome the slope resistance, because the front axle wheels are on a flat road, the slope perceived by the Ax sensor does not match the actual climbing intention. That is, although the rear wheels are on a steep slope, the Ax sensor identifies it as a flat road. The VAF function will call the flat road control parameters to control the driving force. Since the driving force corresponding to the flat road cannot overcome the slope resistance, the driving force will be released prematurely, ultimately causing the vehicle to roll backward. Correspondingly, under light braking conditions, if the vehicle's braking force cannot overcome the slope resistance, because the front axle wheels have not yet climbed the slope, the Ax sensor still identifies it as a flat road. This will result in insufficient braking force to overcome the slope resistance, ultimately causing the vehicle to roll backward.

[0048] exist Figure 2 In this scenario, force analysis is performed on the vehicle. Figure 3 An example is provided of a force analysis diagram of a vehicle, such as... Figure 3 As shown, the road gradient of the steep slope is... G represents the total vehicle load, F1 marked at the wheel is the support force on flat ground, F2 is the support force on slope, Fb is the driving force at the wheel end, and AxSens is the longitudinal acceleration direction, used to characterize the actual driving direction of the vehicle.

[0049] With the front wheels on a flat road and the rear wheels on a steep slope, the vehicle's load G acts vertically downwards on its center of mass. The support force F1 provided by the flat road where the front wheels are located is relatively large and directed vertically upwards, bearing most of the vertical load. The support force F2 provided by the steep slope where the rear wheels are located is directed vertically upwards along the slope normal, and its vertical component is smaller than F1, causing the rear axle load to shift towards the front axle. Simultaneously, the wheel-end driving force Fb at the rear wheels points upwards along the slope, used to overcome the downward component of the rear axle's weight and the vehicle's rolling resistance. However, the Fb at the front wheels is limited by the road surface adhesion coefficient and cannot provide sufficient forward traction to counteract the severe downward sliding force component at the rear wheels. Based on the longitudinal acceleration direction, the vehicle is currently slipping backwards.

[0050] In addition, the Ax sensor is installed along the longitudinal axis of the vehicle body to identify slopes. However, in scenarios where the front wheels are on a flat road and the rear wheels are on a steep slope, the slope sensed by the Ax sensor is less than the actual slope. This will result in insufficient subsequent driving force and braking force output, making it impossible to suppress the backward roll in time.

[0051] refer to Figure 4 The ramp resistance satisfies the following expression: Formula (1); Formula (II); in, Where g is the slope resistance, and g is the acceleration due to gravity. This represents the actual road slope. When the slope angle is small (e.g., <10°), the difference between the sine and tangent values ​​is minimal, and the tangent value can be directly expressed as a percentage of the slope (height / horizontal distance). Therefore, the slope resistance can be calculated using the tangent value.

[0052] After obtaining the gradient value of the slope change, the VAF module of the braking system calculates the required departure torque based on the gradient value to prevent the vehicle from rolling backward. In some embodiments, the calculation process of the departure torque satisfies the following expression: Driveoff=FxPropF Formula (III) for FxSlope×P; Where Driveoff is the drive-off torque, FxPropF is the actual drive torque, FxSlope is the component of gravity along the slope, P is the slope correction factor, and P is a calibrable value used to compensate for transmission efficiency loss and system response delay.

[0053] However, when only the rear wheels of the vehicle enter a steep slope while the front wheels remain on a level surface, the slope value identified by the Ax sensor is not the actual slope value. In this case, the Ax sensor identifies it as a flat road, resulting in insufficient driving force output by the braking system.

[0054] For example, vehicle a has a total weight of 2211 kg, with the front axle weighing 1003 kg, the left rear wheel (RL) weighing 609 kg, and the right rear wheel (RR) weighing 599 kg. If the front axle wheels are on a level surface, RL is raised by 200 cm, corresponding to a 39° slope, and RR is raised by 120 cm, corresponding to a 10° slope. However, the Ax sensor can only capture the pitch attitude of vehicle a, with an overall pitch angle of 3.14° (corresponding to a 5.48% slope) and a rear axle roll angle of 2.72° (corresponding to a 4.75% slope). This means that the braking system will calculate the torque based on 5.48%, resulting in a slope-resolved torque of only 439.08 Nm.

[0055] Since RL and RR are on steep slopes of 39° and 10° respectively, the superposition of the longitudinal components of the forces decomposed from the two rear wheels along the slope direction is equivalent to vehicle a corresponding to 22.6% slope resistance, with a corresponding slope decomposed torque of 1768.65 Nm. A comparison shows that the actual slope resistance torque (1768.65 Nm) is much greater than the torque obtained based on the slope estimation using Ax (439.08 Nm). This difference is because when the front axle is not on an incline, the slope measured by the Ax sensor does not match the actual slope, and the Ax sensor identifies it as a flat road. The VAF module incorrectly calls the flat road control parameters, outputting a driving torque far insufficient to overcome the actual slope resistance, ultimately resulting in insufficient driving and braking force when the vehicle starts on a steep slope, causing it to roll backward.

[0056] Therefore, when the first axle wheel of a vehicle is on a flat slope and the second axle wheel is on a slope, the target speed of the vehicle needs to be determined based on the vehicle status data.

[0057] Here, vehicle status data refers to data collected by various sensors and uploaded to the powertrain system during vehicle operation. For example, vehicle status data includes, but is not limited to, gear position data, accelerator pedal opening, brake pedal travel, wheel speed direction, actual driving speed, and actual braking speed.

[0058] Vehicle status data is used to determine the vehicle's current operating conditions (such as driving or braking), determine the target speed, identify whether rollback has occurred, and provide a basis for subsequent rollback control. For example, during vehicle operation, data from wheel speed sensors, accelerator pedal position sensors, gear switches, and other devices is received via the CAN bus to form complete vehicle status data. Furthermore, when the vehicle is stationary, continuous monitoring of sensor signals ensures timely response to abnormal situations during start-up or braking.

[0059] In some embodiments, by collecting vehicle status data in real time and combining it with the current road environment (such as using GPS positioning, map data, or camera identification to preliminarily determine the slope type), it can be identified that the vehicle's first axle wheels are on a flat slope and the vehicle's second axle wheels are on a slope. In this scenario, the target rotational speed of the vehicle can be identified by combining the vehicle status data.

[0060] Step 102: Correct the deviation based on the vehicle's target speed and actual speed to obtain the target speed deviation.

[0061] The target speed deviation is obtained by using the target speed as the target setpoint and calculating the deviation from the actual speed. For example, in D gear with the accelerator pedal open at 30%, the target speed is calculated to be 1500 rpm according to the calibration mapping table.

[0062] Actual rotational speed refers to the real-time rotational speed of the vehicle's drive wheels, obtained through wheel speed sensors, reflecting the vehicle's current true motion state. If the actual rotational speed is lower than the target speed, it indicates that the vehicle is tending to roll backward. For example, if the target speed is 1500 rpm, but the actual speed is only 800 rpm, there is a negative deviation of 700 rpm, indicating that the vehicle is sliding backward.

[0063] Deviation correction refers to using the difference between the target speed and the actual speed to output a corresponding speed compensation value, i.e., the target speed deviation.

[0064] By introducing a closed-loop deviation correction mechanism between the target speed and the actual speed, real-time, accurate, and dynamic compensation for the backward slip trend is achieved, significantly improving the vehicle's driving stability and safety in special slope scenarios.

[0065] Step 103: Based on the target speed deviation, determine the corrected speed and corrected torque corresponding to the target speed deviation.

[0066] In some embodiments, the corrected speed can be determined via the powertrain's speed interface. The corrected torque can be determined via the powertrain's torque interface.

[0067] In some embodiments, the process of determining the corrected speed and corrected torque corresponding to the target speed deviation based on the target speed deviation may include: performing PID control on the target speed deviation to obtain the corrected speed; and converting the corrected speed to obtain the corrected torque. For example, PID control is a classic closed-loop feedback control algorithm, consisting of proportional, integral, and derivative components, and is applied in industrial control and vehicle control systems. In this disclosure, the PID controller receives the target speed deviation as input and outputs the corresponding corrected speed.

[0068] Step 104: Use the speed control link or safety backup link to control the vehicle to the target state.

[0069] Here, the target state includes driving state or stationary state. The speed control link is a link based on the modified speed; the safety backup link is a link based on the modified torque; the safety backup link is used to execute in the event of failure of the speed control link.

[0070] After determining the corrected speed and corrected torque, the vehicle can be controlled to be in a driving or stationary state based on the speed control link or the safety backup link. For example, under driving conditions, the vehicle is controlled to be in a driving state based on the speed control link or the safety backup link. Under braking conditions, the vehicle is controlled to be stationary based on the speed control link or the safety backup link.

[0071] In this embodiment, when the first axle wheels of the vehicle are on a flat slope and the second axle wheels are on a sloped surface, the target rotational speed of the vehicle is determined by analyzing the vehicle state data. Based on the deviation between the target rotational speed and the actual rotational speed, the target rotational speed deviation is calculated. The corrected rotational speed and corrected torque are determined using the target rotational speed deviation, and the vehicle is controlled to maintain the target state based on the rotational speed control link or a safety backup link. This avoids the premature release of the VAF function caused by relying on the Ax sensor to estimate the slope, thus effectively preventing the vehicle from rolling backward in special slope scenarios. After determining the corrected rotational speed and corrected torque, compensation is preferentially performed by the rotational speed control link, which can quickly respond and intervene in control when backward rolling occurs, improving the vehicle's driving stability in complex road conditions, especially in scenarios where the front wheels are on a flat road, the rear wheels are on a steep slope, and the coefficient of friction is low, significantly enhancing the vehicle's climbing ability and safety. When the rotational speed control link fails, it switches to the safety backup link, thereby improving the system's safety redundancy capability under fault conditions while ensuring response speed.

[0072] In some embodiments, step 104, which uses a speed control link or a safety backup link to control the vehicle to a target state, includes steps 1041-1042, wherein: Step 1041: Send the corrected speed and corrected torque to the drive system and obtain the corrected speed.

[0073] In some embodiments, after the powertrain determines the corresponding corrected speed and corrected torque based on the target speed deviation, it sends the corrected speed and corrected torque to the drive system, so that the drive system can correct the vehicle speed according to the corrected speed and corrected torque. During the correction process, the corrected speed can be acquired at fixed intervals to determine the current correction status of the speed control link based on the corrected speed.

[0074] It should be noted that the speed control link corresponding to the corrected speed and the safety backup link corresponding to the corrected torque do not have a priority order. Under normal circumstances, the speed control link corresponding to the corrected speed responds faster, and the vehicle will prioritize using the corrected speed for closed-loop control.

[0075] Step 1042: Perform closed-loop control based on the corrected speed and the target speed. If the deviation between the corrected speed and the target speed is greater than or equal to the first speed deviation threshold within a preset time, the speed control link is determined to be faulty. The fault flag of the speed control link is set to the target value, and the corrected torque in the safety backup link is used to control the vehicle to the target state.

[0076] In some embodiments, after obtaining the corrected rotational speed, the corrected rotational speed is compared with the target rotational speed, and closed-loop control is performed based on the comparison result to ensure that the deviation between the corrected rotational speed and the target rotational speed meets the requirements.

[0077] Since the speed control link takes effect faster, after the corrected speed is issued, it is determined whether the deviation between the corrected speed and the target speed within a preset time meets the requirements. If the deviation between the corrected speed and the target speed is greater than or equal to the first speed deviation threshold, it indicates that the deviation between the corrected speed and the target speed does not meet the requirements, and the speed control link fails. At this time, the failure flag of the speed control link can be set to the target value.

[0078] For example, the preset time is 100ms, and the first threshold can be 2kph or 3kph.

[0079] A target value of 0 indicates that the speed control link has failed. A target value of 1 indicates that the speed control link is operating normally.

[0080] If the speed control link fails, the powertrain will no longer send corrective speeds to the drive system. The vehicle will switch from the speed control link to a safety backup link, which makes corrections based on the corrective torque to bring the vehicle to the target state. Here, the safety backup link can also be called the torque control link.

[0081] If the deviation between the corrected speed and the target speed is less than the first threshold, it indicates that the deviation between the corrected speed and the target speed meets the requirements, and the speed control link is operating normally. When the speed control link is operating normally, the safety backup link will not participate in the correction.

[0082] In this embodiment, the power system simultaneously sends corrected speed and corrected torque to the drive system. The corrected speed has a faster response time, and under normal circumstances, the deviation between the corrected speed and the target speed will gradually decrease. If the deviation between the corrected speed and the target speed does not change as expected over a period of time, the speed control link is considered to have failed. The power system stops sending corrected speed, and the control link switches to a safety backup link, which controls the vehicle based on the corrected torque. In this way, efficient adjustment is achieved through the speed control link, while the safety backup link provides a safety net, ensuring both high dynamic response during normal operation and controllability and safety under abnormal conditions.

[0083] In some embodiments, step 1041, which involves sending the corrected speed and corrected torque to the drive system, includes step 10411, wherein: Step 10411: Under driving conditions, send the first driving compensation request to the driving system.

[0084] The first drive compensation request includes a first corrected speed and a first corrected torque. The corrected speed includes the first corrected speed, and the corrected torque includes the first corrected torque. The first corrected speed and the first corrected torque are determined based on the target drive speed deviation in the target speed deviation.

[0085] Here, "driving condition" refers to the vehicle being in driving mode, that is, the state in which the engine or electric motor outputs power to propel the vehicle forward or backward. This usually corresponds to the situation where the accelerator pedal is depressed or the gear is shifted to D / R. In driving condition, the vehicle needs to overcome factors such as slope resistance, rolling resistance, and air resistance to maintain stable driving. For example, when the driver depresses the accelerator pedal, the vehicle starts from a standstill, maintains a constant speed on a slope, or is crawling, all of these are considered driving conditions.

[0086] In some embodiments, the first corrected speed may be determined via a speed interface of the powertrain. The first corrected torque may be determined via a torque interface of the powertrain.

[0087] The drive system receives a first drive compensation request and adjusts the motor output torque accordingly to achieve precise control of the vehicle's driving state. For example, upon receiving the first drive compensation request, the drive system analyzes the first corrected speed and first corrected torque contained in the request, adjusts the motor phase current, and outputs the corresponding torque to make the corrected drive speed close to the target drive speed.

[0088] In some embodiments, the first drive compensation request can be transmitted via a CAN bus to ensure data real-time performance and reliability. For example, the first drive compensation request may only include a first corrected speed, with the target drive speed calculated by the drive system. Alternatively, the first drive compensation request may include both a first corrected speed and a first corrected torque, with the drive system strictly executing the instructions.

[0089] Upon receiving the first drive compensation request, the drive system immediately adjusts the motor output torque to generate sufficient driving force for the vehicle's drive wheels, counteracting the vehicle's backward slippage and ensuring a smooth start or continued driving. Through efficient coordinated control between the powertrain and drive systems, proactive and precise intervention in the vehicle's driving state is achieved, effectively preventing backward slippage caused by misjudgment of slope, and greatly improving the vehicle's handling performance and driving safety in complex terrain conditions.

[0090] Figure 5 An exemplary control timing diagram under driving conditions is provided. Figure 5 As shown in the figure, this diagram depicts the evolution of a vehicle rolling backward during the initial driving phase. Because the front wheels are still on a level surface while the rear wheels have climbed a steep slope, the Ax sensor (longitudinal acceleration sensor) misjudges the slope, leading to this backward roll. The horizontal axis represents time, and the vertical axes correspond to the functional status, vehicle speed (V), engine speed (n), and driving force compensation, respectively. The displacement trajectory corresponding to the backward roll is marked by the vehicle's center of gravity position A→B→C.

[0091] Point A represents the initial position of the vehicle's center of gravity. At this point, the front wheels are on a flat road, the rear wheels have just touched the slope, and the vehicle has not yet rolled backward. The functional status is "Standby," the vehicle speed is zero, and the engine speed is idle or the initial starting value. Point B is the turning point for backward roll control intervention. At this point, the vehicle's actual backward movement is detected, and the kinetic energy status changes from "Standby" to "Active." Based on this, it is determined that emergency compensation of driving force is needed, and the "driving force compensation" amount begins to increase. At the same time, backward roll is suppressed through braking or power system intervention. Point C represents the position of the vehicle after backward roll when no additional control is applied (no compensation, no braking). At this point, the center of gravity has shifted significantly backward.

[0092] In terms of physical forces, Fb represents the braking force (or the resistance provided by the braking system) in the diagram, F1 is the ground support force of the flat road on the front wheels, and F2 is the ground support force of the ramp on the rear wheels. Since the front wheels have no longitudinal constraint on a flat road, the gravitational component of the rear wheels on the ramp is much larger than estimated, causing the resultant force of the entire vehicle to point downhill, resulting in a tendency to roll backward. From the signal response timing, the kinetic energy state in the initial "Standby" phase indicates that no abnormal slope or risk of rolling backward has been detected; when the state switches to "Active" at point B, it indicates that the control algorithm has entered active intervention mode. The vehicle speed curve is zero at point A, then increases and then decreases due to the rolling backward. The engine speed remains at its initial value at point A; as the rolling backward occurs, the wheels may be dragged backward or the engine speed may drop abnormally, subsequently being pulled back by increasing the drive torque. The drive force compensation curve initially outputs torque according to the flat road parameters; after recognizing the actual rolling backward, the compensation amount increases sharply.

[0093] Figure 6 A schematic flowchart of a vehicle control method is provided as an example. Figure 6 As shown, the powertrain can determine slippage based on gear position data, wheel speed direction, target driving speed of all four wheels, actual driving speed of all four wheels, and accelerator pedal status. Upon determining slippage, drive torque compensation is activated, and signals 1 and 2 are output to the drive system. Signal 1 corresponds to the first corrected torque, and signal 2 corresponds to the first corrected speed. When the vehicle uses a distributed electric drive architecture, the torque reduction target is achieved through the drive system. When the vehicle uses a centralized electric drive architecture, a braking force target (i.e., the first braking force) is output to the braking system, requesting the braking system to perform hydraulic braking. When the first wheel in the vehicle slips, the Traction Control System (TCS) is activated. The braking system responds to this activation signal by performing active hydraulic braking control on the first wheel to suppress slippage.

[0094] The wheel speed directions are MKC2_1C2::WhlSpdLeFrntDir, MKC2_1C2::WhlSpdRiFrntDir, MKC2_1C2::WhlSpdLeReDir, and MKC2_1C2::WhlSpdRiReDir. The gear selection data is VCU_1B1::VcuGearPosn. The target drive speeds for all four wheels are VCU_1B1::VcuTMFLDTCSMotspeedReq, VCU_1B1::VcuTMFRDTCSMotspeedReq, VCU_1B1::VcuTMRLDTCSMotspeedReq, and VCU_1B1::VcuTMRRDTCSMotspeedReq. The actual four-wheel drive speeds include Vcu127::TMFLMotSpd, Vcu127::TMFRMotSpd, Vcu127::TMRLMotSpd, and Vcu127::TMRRMotSpd. The accelerator pedal opening is VcuRealAccped>5%.

[0095] In addition, before requesting drive force compensation, it is possible to determine whether the electric drive is faulty by using the electric drive capability boundary signal. If the electric drive is not faulty, the electric drive can be invoked for compensation.

[0096] In this embodiment of the disclosure, under driving conditions, a first corrected speed and a first corrected torque, determined based on the target driving speed deviation in the target speed deviation, are sent to the drive system to control the vehicle to be in a driving state. This allows for rapid compensation via the first corrected speed and / or the first corrected torque when the wheels slip backward, ensuring stable vehicle operation.

[0097] In some embodiments, step 1041, which involves sending the corrected speed and corrected torque to the drive system, further includes... Step 201: Under driving conditions, if the first wheel of the vehicle is slipping, a first braking force compensation request is sent to the braking system corresponding to the first wheel, a torque reduction request is sent to the drive system corresponding to the first wheel, and a first drive compensation request is sent to the drive system corresponding to the first wheel and the drive system corresponding to the second wheel.

[0098] The first braking force compensation request includes a first braking force, which is determined based on the slip ratio of the first wheel. The torque reduction request includes a target torque value. The second wheel is the wheel on the opposite side of the first wheel on the same axle.

[0099] In some embodiments, the powertrain continuously monitors parameters such as wheel speed, wheel speed direction, gear status, and accelerator pedal opening. When the actual rotational speed of a certain drive wheel (such as the first wheel) is detected to be higher than that of the other wheels and there is a significant deviation from the target rotational speed, it can be determined that the first wheel has slipped.

[0100] When a vehicle adopts a centralized electric drive architecture, if the vehicle is operating in a driving condition and slippage of the first wheel (drive wheel) is detected, multiple control requests can be sent to the braking system and the drive system at the same time, thereby achieving precise adjustment of the vehicle's dynamic behavior.

[0101] For example, the multiple control requests include sending a first braking force compensation request to the braking system corresponding to the first wheel, sending a torque reduction request to the drive system corresponding to the first wheel, and sending a first drive compensation request to the drive system corresponding to the first wheel and the drive system corresponding to the second wheel.

[0102] The first braking force compensation request applies hydraulic braking to the slipping wheel to suppress its slipping tendency and restore its grip. The torque reduction request and the first drive compensation request reduce the drive torque to prevent excessive torque from being applied to the first wheel, which would exacerbate slippage and thus maintain stable vehicle operation.

[0103] Sending a first drive compensation request (i.e., the first corrected speed and the first corrected torque) to the coaxial opposite wheel of the first wheel (i.e., the second wheel) allows the second wheel to take on the corresponding drive compensation when the driving force on the coaxial side of the first wheel decreases due to braking or torque reduction. This makes up for the loss of the overall vehicle driving force, suppresses yaw or driving force imbalance caused by slippage of one wheel and braking compensation, and enables the vehicle to maintain relatively stable power output and driving stability under driving conditions.

[0104] In some embodiments, the magnitude of the hydraulic braking force applied by the braking system to the first wheel is determined by the slip ratio of that first wheel. When the slip ratio is too high, it indicates that the first wheel is severely slipping, requiring a larger hydraulic braking force to restore traction; conversely, when the slip ratio is moderate, the hydraulic braking force should be reduced to avoid excessive braking that could cause the first wheel to lock up. Therefore, by calculating the slip ratio in real time and adjusting the hydraulic braking force applied by the braking system to the first wheel accordingly, precise braking intervention can be achieved, effectively suppressing slippage while maintaining vehicle handling.

[0105] The target torque value is the amount of drive torque the drive motor outputs needs to reduce to the target value after receiving a torque reduction request. This target torque value is typically based on the deviation between the current slip ratio and the target slip ratio, obtained by looking up a torque reduction coefficient in a table using calibration data, and then multiplying it by the current torque. For example, on high-adhesion roads, the target slip ratio might be 5%–10%; on low-adhesion muddy roads, it might be relaxed to 15%–20%. By adjusting the target torque value, the system can adapt to different road conditions, thereby achieving optimal traction control.

[0106] In some embodiments, after acquiring the wheel rotation speed signals, the target rotation speed of each drive wheel can be calculated by combining the vehicle's current gear, speed, and drive mode, and then compared with the actual rotation speed to obtain the slip ratio. Subsequently, a preset braking force mapping table is consulted based on the slip ratio to determine the first braking force, which is then sent to the braking system via the CAN bus. For centralized electric drive systems, the above method allows the braking system to perform hydraulic braking and coordinate with the drive system's torque reduction control to achieve slip recovery.

[0107] In this embodiment of the disclosure, when slippage of the first wheel is detected under driving conditions, if the vehicle adopts a centralized electric drive architecture, the power system sends a first braking force compensation request to the braking system corresponding to the first wheel, a torque reduction request to the drive system corresponding to the first wheel, and a first drive compensation request to the drive systems corresponding to the first and second wheels, so as to perform coordinated control of hydraulic braking and torque reduction on the slipping wheel. This allows for a rapid response when a wheel slips, suppressing wheel spin, improving traction distribution efficiency, thereby ensuring stable vehicle operation on low-traction surfaces and avoiding the risk of loss of control due to single-wheel slippage.

[0108] In some embodiments, step 1041, which involves sending the corrected speed and corrected torque to the drive system, further includes... Step 301: Under driving conditions, if the first wheel in the vehicle is slipping, a torque reduction request and a first drive compensation request are sent to the drive system corresponding to the first wheel, and a first speed difference and a first torque difference are sent to the drive system corresponding to the second wheel.

[0109] The torque reduction request includes a target torque value, the second wheel is the wheel on the opposite side of the first wheel on the same axle, the first speed difference is determined based on the target speed and the actual speed of the second wheel, and the first torque difference is obtained by converting based on the first speed difference; the first speed difference and the first torque difference are used to reduce the target speed and target torque of the second wheel.

[0110] During vehicle driving, when slippage of the first wheel is detected, the power system will send a torque reduction request to the drive system corresponding to the first wheel, and at the same time send a first drive compensation request to reduce the torque output of the first wheel and prevent it from spinning further. At the same time, it will send a first speed difference and a first torque difference to the drive system corresponding to the second wheel, that is, adjust the torque output of the second wheel, thereby realizing the torque distribution adjustment between the left and right wheels and improving the overall traction and stability of the vehicle.

[0111] In some embodiments, the torque reduction request includes a target torque value, which is the amount of torque that the first wheel should output under the current operating conditions, lower than the actual current output value of the first wheel. By controlling the target torque value, the slip ratio of the first wheel can be effectively suppressed, avoiding energy waste and tire wear, while providing more traction support for other wheels. In a distributed electric drive architecture, this wheel-end independent control enables more refined power distribution.

[0112] The first speed difference and the first torque difference refer to the differences set to balance the torque discrepancies when the first wheel slips. For example, when the left front wheel slips, torque is applied to the right front wheel to keep the vehicle moving in a straight line or to maintain stable steering.

[0113] In some embodiments, the second wheel is the wheel on the opposite side of the first wheel on the same axle, that is, the wheel on the other side of the same drive axle. For example, if the first wheel is the left front wheel, then the second wheel is the right front wheel; if the first wheel is the left rear wheel, then the second wheel is the right rear wheel. In this way, the control of the first speed difference and the first torque difference is ensured to act on the two wheels on the same axle, thereby achieving lateral torque balance and preventing the vehicle from yawing or skidding.

[0114] For example, when the left rear wheel slips, a torque reduction request (e.g., a target torque value set to 80 Nm) is sent to the drive system corresponding to the left rear wheel, while a first speed difference and a first torque difference are sent to the drive system corresponding to the right rear wheel to adjust the driving force of the right rear wheel. In this way, not only is the overall traction of the rear axle restored, but also a certain yaw moment is generated by utilizing the torque difference between the left and right rear wheels to help the vehicle maintain a straight-line driving posture.

[0115] Understandably, for a distributed electric drive architecture, a torque reduction request, a first corrected speed, and a first corrected torque can be sent to the first wheel. Based on the target torque value in the torque reduction request, the drive torque of the first wheel is directly reduced to avoid continuing to input excessive power to that wheel and exacerbating slippage. At the same time, the drive output of the first wheel is corrected using the first corrected speed or the first corrected torque, so that the speed and torque of the first wheel gradually return to within the target control range. A first speed difference value and a first torque difference value are sent to the wheel on the opposite side of the coaxial wheel (i.e., the second wheel) of the slipping wheel to reduce the target speed and target torque of the second wheel, so that the drive state of the wheels on both sides of the coaxial wheel tends to be coordinated, reducing the risk of excessive speed and torque differences on both sides of the coaxial wheel due to slippage and torque reduction of the first wheel. This suppresses vehicle yaw, deviation, or imbalance of drive force distribution, allowing the vehicle to maintain a stable driving posture and controllable power output under driving conditions.

[0116] In this embodiment of the disclosure, when slippage of the first wheel is detected under driving conditions, if the vehicle adopts a distributed electric drive architecture, the power system sends a torque reduction request and a first drive compensation request to the drive system corresponding to the slipping wheel, and simultaneously sends a first speed difference and a first torque difference to the drive system corresponding to the wheel on the opposite side of the same axle, thereby achieving torque difference adjustment between the left and right wheels. This allows for precise control of the torque output of each wheel, improving the vehicle's dynamic balance and enhancing steering stability.

[0117] In some embodiments, step 102 corrects for the deviation between the vehicle's target speed and actual speed, and the process of obtaining the target speed deviation includes steps 401-402, wherein: Step 401: Under driving conditions, analyze the accelerator pedal opening and gear data in the vehicle status data to obtain the target driving speed in the target speed.

[0118] Here, accelerator pedal opening refers to the degree to which the driver depresses the accelerator pedal, usually expressed as a percentage or voltage signal, used to characterize the magnitude of the desired driving force. Accelerator pedal opening is acquired by an accelerator pedal position sensor, and its numerical range is generally from 0% (fully released) to 100% (fully depressed). In incline scenarios, even a small accelerator pedal opening (e.g., 5%-10%) may not be sufficient to overcome the gravitational component due to the steep incline, causing the vehicle to roll backward.

[0119] Gear data refers to the current gear position of the vehicle, including drive (D), reverse (R), neutral (N), and park (P). For example, in R gear, the target drive speed should be negative (counter-clockwise), while in D gear it should be positive (clockwise).

[0120] The target drive speed refers to the ideal drive speed determined based on gear position data and accelerator pedal opening, used to characterize the desired vehicle motion state. The target drive speed can be determined using a calibration mapping relationship or a lookup table based on the accelerator pedal opening and gear position data. For example, in reverse (R) gear with 30% accelerator pedal opening, the target drive speed might be set to -600 rpm (a negative value represents reverse direction); in drive (D) gear with 20% accelerator pedal opening, the target drive speed might be 400 rpm.

[0121] In this way, the driver's driving intentions can be accurately analyzed and converted into quantifiable target driving speeds, providing a reliable basis for subsequent deviation corrections.

[0122] Step 402: Calculate the deviation between the target drive speed and the actual drive speed to obtain the target drive speed deviation in the target speed deviation.

[0123] The actual driving speed reflects the vehicle's current real-time motion state and is affected by various factors such as road surface adhesion, gradient, load, and transmission efficiency. In a scenario where the first axle wheels are on a flat slope and the second axle wheels are on a sloped surface, the actual driving speed is significantly lower than the target driving speed.

[0124] The process of calculating the deviation between the target drive speed and the actual drive speed to obtain the target drive speed deviation may include: subtracting the target drive speed from the actual drive speed to obtain the target drive speed deviation. This target drive speed deviation reflects the degree of deviation between the current drive system and the expected state.

[0125] This allows for real-time capture of the difference between the vehicle's motion state and the expected state, enabling rapid response to the risk of rolling backward on slopes and thus improving the vehicle's driving stability under non-ideal road conditions.

[0126] After determining the target drive speed deviation, PID control can be applied to the deviation to obtain a first corrected speed and a first corrected torque. These parameters can then be sent to the drive system to drive the motor and output the corresponding torque. This effectively suppresses rollback, thereby ensuring vehicle safety and handling on inclines.

[0127] In this embodiment, the target driving speed is obtained by analyzing the accelerator pedal opening and gear position data, and the deviation is calculated by combining the actual driving speed to obtain the target driving speed deviation. This method can effectively suppress speed fluctuations caused by changes in slope resistance, ensuring a smooth transition of the vehicle during start-up or hill climbing, and improving driving comfort.

[0128] In some embodiments, step 1041, which involves sending the corrected speed and corrected torque to the drive system, further includes: Step 501: Under braking conditions, send a second drive compensation request to the drive system.

[0129] The second drive compensation request includes a second corrected speed and a second corrected torque. The corrected speed includes a second corrected speed, and the corrected torque includes a second corrected torque. The second corrected speed and the second corrected torque are determined based on the target braking speed deviation in the target speed deviation.

[0130] In some embodiments, the process of sending a second drive compensation request to the drive system may include: determining a second corrected speed and a second corrected torque based on the target braking speed deviation in the target speed deviation; forming a second drive compensation request based on the second corrected speed and the second corrected torque; and sending the second drive compensation request to the drive system.

[0131] The target braking speed deviation is obtained by correcting the deviation between the target braking speed in the target speed and the actual braking speed in the actual speed.

[0132] For example, the target braking speed is a first value, such as 0 rpm.

[0133] In some embodiments, during braking, the current actual braking speed is obtained through a wheel speed sensor.

[0134] In some embodiments, the process of obtaining the target braking speed deviation by correcting the deviation between the target braking speed in the target speed and the actual braking speed in the actual speed may include: performing a difference operation on the actual braking speed and the target braking speed to obtain the target braking speed deviation; if the target braking speed deviation is positive (i.e., the actual braking speed is higher than the target braking speed, i.e. the vehicle is still moving forward or backward), it indicates that the current driving force is excessive and the driving torque output needs to be reduced; if the deviation is negative (the actual braking speed is lower than the target braking speed, i.e. the vehicle is rolling backward or the speed is insufficient), it indicates that the current driving force is insufficient and the driving torque output needs to be increased.

[0135] The process of determining the second corrected speed and the second corrected torque based on the target braking speed deviation in the target speed deviation may include: performing PID control on the target braking speed deviation to obtain the second corrected speed, and converting the second corrected speed to obtain the second corrected torque.

[0136] In some embodiments, the second corrected speed may be determined via a speed interface of the powertrain. The second corrected torque may be determined via a torque interface of the powertrain.

[0137] After determining the second corrected speed and the second corrected torque, the power system sends a second drive compensation request to the drive system. Upon receiving the second drive compensation request, the drive system immediately adjusts the output torque of the motor to generate sufficient driving force for the vehicle's drive wheels, counteracting the vehicle's tendency to roll backward and ensuring that the vehicle remains stationary.

[0138] Figure 7 An exemplary control timing diagram under braking conditions is provided. This diagram depicts the evolution of a vehicle rolling backwards during braking, caused by the Ax sensor misjudging the slope due to the front wheels being on a level surface and the rear wheels having climbed a steep incline. The horizontal axis represents time, and the vertical axes correspond to the kinetic energy state, vehicle speed (V), engine speed (n), driving force compensation, and hydraulic braking compensation, respectively. The displacement trajectory corresponding to the rolling backwards is marked by the vehicle's center of gravity position A→B→C.

[0139] Point A represents the initial position of the vehicle's center of gravity. At this point, the front wheels are on a flat road, and the rear wheels are on a steep slope. The function status is "Standby," and the hydraulic brake compensation is set to a constant value to maintain the current braking. Point B is the turning point for control intervention. At this point, the vehicle is detected to be actually moving backward (rolling backward), and the longitudinal acceleration direction jumps from positive (or zero) to negative (pointing downhill). The function status switches from "Standby" to "Active," indicating that emergency intervention is required. Both "driving force compensation" and "hydraulic brake compensation" are simultaneously increased to counteract the downward force of the slope. Point C represents the position of the vehicle after rolling backward if no additional treatment is applied (no compensation, no braking). At this point, the center of gravity has shifted significantly backward.

[0140] In terms of physical forces, Fbrk1 and Fbrk2 in the diagram represent the braking forces (or resistance provided by the braking system) acting on the front and rear axles, respectively. F1 is the ground support force exerted on the front wheels on a flat road, and F2 is the ground support force exerted on the rear wheels on a slope. Since the front wheels have no longitudinal constraint on a flat road, the gravitational component of the rear wheels on a steep slope is much larger than the estimated value of Ax, causing the resultant force of the entire vehicle to point downhill. Even under braking conditions, if the braking force is insufficient to balance this component, the vehicle will still roll backward.

[0141] From the signal response timing, the initial acceleration direction is positive (or zero), indicating that the vehicle is stationary or trending forward. When rollback occurs, the acceleration direction quickly reverses to the "backward" direction (i.e., negative). This reversal signal is the key criterion for the system to identify rollback. Simultaneously, the rollback speed curve is zero at point A, and then the speed initially increases and then decreases due to the rollback. The drive force compensation curve increases sharply after detecting rollback. Meanwhile, the hydraulic braking compensation curve maintains basic braking pressure (for parking on flat roads) at point A. Upon detecting rollback, it actively increases the hydraulic braking pressure to enhance wheel-end braking force, forming a "two-way pinch" with the drive force compensation to suppress rollback.

[0142] Figure 8 A schematic flowchart of a vehicle control method is provided as an example. Figure 8 As shown, the powertrain can determine slippage based on gear position data, wheel speed direction, target driving speed of all four wheels, actual driving speed of all four wheels, and brake pedal status. Upon determining slippage, the powertrain activates drive torque compensation and outputs signals 1 and 2 to the drive system. Signal 1 corresponds to the second corrected torque, and signal 2 corresponds to the second corrected speed; alternatively, it outputs a braking force target (i.e., the second braking force) to the braking system, requesting the braking system to perform hydraulic braking compensation.

[0143] The wheel speed directions are MKC2_1C2::WhlSpdLeFrntDir, MKC2_1C2::WhlSpdRiFrntDir, MKC2_1C2::WhlSpdLeReDir, and MKC2_1C2::WhlSpdRiReDir. The gear selection data is VCU_1B1::VcuGearPosn. The target braking speeds for all four wheels are VCU_1B1::VcuTMFLDTCSMotspeedReq, VCU_1B1::VcuTMFRDTCSMotspeedReq, VCU_1B1::VcuTMRLDTCSMotspeedReq, and VCU_1B1::VcuTMRRDTCSMotspeedReq. The actual braking speeds for all four wheels include Vcu127::TMFLMotSpd, Vcu127::TMFRMotSpd, Vcu127::TMRLMotSpd, and Vcu127::TMRRMotSpd. The brake pedal travel is VcuRealAccped > 1.5 mm.

[0144] In addition, before requesting braking force compensation, it is possible to determine whether the electric drive is faulty by using the electric drive capability boundary signal. If the electric drive is not faulty, the electric drive can be invoked for compensation.

[0145] In this embodiment, under braking conditions, the deviation between the target braking speed and the actual braking speed is calculated to generate a second corrected speed and a second corrected torque. A second drive compensation request is then sent to the drive system to actively intervene in the braking process. This overcomes the problem of the braking system rolling backward in scenarios where the front wheels are on a flat road and the rear wheels are on a steep slope, effectively maintaining the vehicle's stationary state and improving safety.

[0146] In some embodiments, the method further includes: Step 601: Under braking conditions, send a second braking force compensation request to the braking system to keep the vehicle stationary.

[0147] The second braking force compensation request includes a second braking force, which is determined by analyzing the brake pedal travel and the second correction torque.

[0148] If the vehicle begins to roll backward while braking is in effect, multiple second braking force compensation requests can be sent to the braking system simultaneously, thereby achieving precise control of the vehicle. These second braking force compensation requests apply hydraulic braking to the wheels to prevent further backward rolling and bring the vehicle to a stop.

[0149] In some embodiments, brake pedal travel is a parameter measuring the driver's braking intention and can be acquired by a displacement sensor or pressure sensor mounted on the brake pedal. Brake pedal travel reflects the magnitude of the braking force the driver wishes to apply, typically ranging from 0% (fully released) to 100% (fully depressed). As described above, the second corrected torque is obtained by converting the second corrected rotational speed.

[0150] The magnitude of the hydraulic braking force applied to the wheels by the braking system is determined by the brake pedal travel and a second correction torque. Specifically, the powertrain analyzes the brake pedal travel (i.e., the depth to which the driver depresses the brake pedal, reflecting the intensity of braking intent) and the second correction torque, and calculates the required second braking force using a preset mapping relationship or a lookup table method. This method can provide sufficient braking force under different inclines and driving intentions, avoiding insufficient braking force. In actual vehicle control systems, when a braking condition is detected and there is a risk of the vehicle rolling backward, the powertrain initiates this process, calculates the second braking force, and sends it to the braking system, which then applies the corresponding braking force through the hydraulic system.

[0151] In this embodiment, under braking conditions, the power system can calculate the required second braking force based on the brake pedal travel and the second correction torque, and send a second braking force compensation request to the braking system to achieve auxiliary control of the braking system. In this way, through a braking compensation mechanism led by the power system, sufficient braking force is ensured when the vehicle brakes on a slope, effectively preventing rollback and improving the reliability and adaptability of the entire vehicle braking system.

[0152] In some embodiments, the method further includes: Step 701: Under braking conditions, send a VAF function activation request to the braking system to control the vehicle to a stationary state using the activated VAF function.

[0153] Here, the Vehicle Anti-Fall Function (VAF) is an advanced auxiliary braking system integrated into the braking system to prevent the vehicle from rolling backward due to insufficient braking force.

[0154] The VAF function typically includes multiple sub-modes, such as Automatic Vehicle Hold (AVH), Hill Hold Control (HHC), Rear Axle Control (RAC), or Electronic Parking Brake (EPB).

[0155] In some embodiments, during braking conditions where the vehicle is rolling backward, the VAF (Vehicle Actuation Function) is actively activated by the powertrain to take over or assist the braking system, ensuring the vehicle remains stably parked. The activation request is a control command issued by the powertrain based on current operating conditions (such as brake pedal status, wheel speed, gear position, etc.). This command is transmitted to the braking system via the CAN bus to trigger the VAF module. Once activated, the VAF will control the vehicle to a standstill according to a preset strategy (such as maintaining a certain level of power, maintaining braking pressure, or combining with the electronic parking brake).

[0156] For example, when a vehicle is parked on a steep slope, if the powertrain detects that the brake pedal has been released but the vehicle still needs to be parked, it will send an activation request to the VAF (Vehicle Actuation Function). The VAF will then activate and continuously apply sufficient braking force until the vehicle comes to a stop. In related technologies, the VAF function is usually activated only after the vehicle has come to a complete stop, and is only used to maintain a stationary state, unable to intervene in advance when the vehicle is close to a stop. This disclosure, however, activates the VAF function in advance when the vehicle is rolling backward, providing auxiliary braking force before the vehicle has come to a complete stop, thereby effectively suppressing the vehicle from rolling backward.

[0157] In some embodiments, the powertrain sends an activation request to the braking system's VAF (Variable Aspect Ratio) function to initiate or switch the VAF's operating mode. The activation request may include information such as a function type identifier (e.g., AVH activation), activation conditions (e.g., current gradient greater than 10%), duration, or deactivation conditions. For example, under braking conditions, if the vehicle's first axle wheels are on a level slope and the second axle wheels are on a sloped surface, and the vehicle is rolling backward, the powertrain activates the VAF function to keep the vehicle stationary.

[0158] In this embodiment of the disclosure, under braking conditions, the powertrain can directly activate the VAF function to achieve auxiliary control of the braking system. Through VAF intervention, timely compensation can be provided when the vehicle shows a tendency to roll backward, ensuring the vehicle remains stationary and thus improving driving safety.

[0159] In some embodiments, step 102, which involves correcting the deviation between the vehicle's target speed and actual speed to obtain the target speed deviation, includes step 801, wherein... Step 801: Based on the gear data in the vehicle status data, when the wheel speed direction of the first axle wheel and / or the wheel speed direction of the second axle wheel are opposite to the wheel speed direction corresponding to the gear data, a deviation correction is performed based on the vehicle's target speed and actual speed to obtain the target speed deviation.

[0160] As mentioned above, gear data refers to the vehicle's current gear position, including D, R, N, and P. For example, in R, the vehicle is expected to move backward; if the actual wheel speed direction does not match the expected direction, it may be judged as rolling backward.

[0161] The wheel speed direction of the first axle refers to the direction of rotation of the front axle wheels, which can be collected by wheel speed sensors and represented by positive or negative values ​​as clockwise or counterclockwise rotation. In Drive (D) mode, if the wheel speed direction of the first axle wheels is counterclockwise (opposite to normal clockwise), it may indicate that the vehicle is rolling backward. In Reverse (R) mode, if the wheel speed direction of the first axle wheels is clockwise (opposite to normal counterclockwise), it is also considered abnormal rolling backward.

[0162] The wheel speed direction of the second axle refers to the direction of rotation of the rear axle wheels, and is also collected by wheel speed sensors. Of course, the wheel speed direction of the first axle wheels can also be the direction of rotation of the rear axle wheels, and the wheel speed of the second axle wheels can also be the direction of rotation of the front axle wheels; this disclosure does not impose any restrictions on this.

[0163] In a scenario where the front wheels are on a flat road and the rear wheels are on a steep slope, the rear axle wheels may rotate in the opposite direction due to the gravitational component (i.e., roll backward). By analyzing gear position data, the wheel speed directions of the first and second axles, it's possible to more accurately identify whether the vehicle is rolling backward as a whole. For example, in reverse (R), if the front axle wheels are rotating counter-clockwise (as expected), but the rear axle wheels are rotating clockwise (opposite direction), then it can be determined that the vehicle is rolling backward.

[0164] By combining gear position data with the wheel speed direction of the first axle and the wheel speed direction of the second axle, the risk of slipping backward can be detected in a timely manner.

[0165] In some embodiments, based on the gear position data in the vehicle state data, if the wheel speed direction of the first axle wheels and / or the wheel speed direction of the second axle wheels are opposite to the wheel speed direction corresponding to the gear position data, it indicates that the vehicle is in a backward rolling state. In this case, intervention is needed to control the vehicle's driving state. Specifically, a deviation correction can first be performed based on the vehicle's target speed and actual speed to obtain the target speed deviation. Then, the target speed deviation is used to correct the vehicle to bring it to the target state.

[0166] In some embodiments, the direction of vehicle acceleration can be used to identify whether the vehicle's wheels are slipping.

[0167] In this embodiment, by combining gear position data, the wheel speed direction of the first axle wheel, and the wheel speed direction of the second axle wheel, it is determined whether the vehicle's rotational speed needs to be corrected. This avoids the problem of misjudging the slope caused by relying solely on the acceleration sensor, thereby enabling more sensitive and accurate identification of the risk of rolling backward, and timely activation of drive force or braking force compensation control, improving driving safety and user experience.

[0168] In some embodiments, step 102, which involves correcting the deviation between the vehicle's target speed and actual speed to obtain the target speed deviation, includes step 910, wherein... Step 910: If the accelerator pedal opening in the vehicle status data is greater than the first threshold and the actual driving speed is different from the target driving speed, the deviation is corrected based on the vehicle's target driving speed and actual driving speed to obtain the target driving speed deviation.

[0169] As discussed above, when the driver presses the accelerator pedal, the vehicle attempts to generate forward or backward motion through the drive wheels. Accelerator pedal opening refers to the degree to which the driver presses the accelerator pedal. For example, when the accelerator pedal opening is greater than 5%, it indicates that the driver desires a certain amount of driving force from the vehicle.

[0170] The first threshold is a preset value; for example, the first threshold can be set to 5%.

[0171] In some embodiments, the difference between the actual driving speed and the target driving speed can mean that the value of the actual driving speed and the value of the target driving speed are the same, but the direction of the actual driving speed and the direction of the target driving speed are different; it can also mean that the direction of the actual driving speed and the direction of the target driving speed are the same, but the value of the actual driving speed and the value of the target driving speed are different; or it can mean that the direction of the actual driving speed and the direction of the target driving speed are different, and the value of the actual driving speed and the value of the target driving speed are also different.

[0172] When the accelerator pedal opening exceeds a first threshold (e.g., 5%), but the actual driving speed differs from the target driving speed, it indicates that the vehicle has failed to generate sufficient driving force to overcome resistance (such as slope resistance, rolling resistance, etc.), thus resulting in a rollback. To address this, a compensation control strategy can be activated, such as requesting the drive system to increase driving force or requesting the braking system to apply hydraulic braking, thereby effectively suppressing the rollback.

[0173] In this embodiment of the disclosure, when the accelerator pedal opening exceeds a first threshold and the actual driving speed differs from the target driving speed, a deviation correction is performed based on the target driving speed and the actual driving speed to obtain the target driving speed deviation. This allows for accurate identification of insufficient drive due to excessive slope resistance, thereby enabling safer and more reliable hill start control, improving the driving experience and driving safety.

[0174] In some embodiments, step 102, which involves correcting the deviation between the vehicle's target speed and actual speed to obtain the target speed deviation, includes step 1001, wherein... Step 1001: If the brake pedal travel in the vehicle status data is greater than the second threshold and the actual braking speed is different from the target braking speed, the deviation is corrected based on the vehicle's target braking speed and actual braking speed to obtain the target braking speed deviation.

[0175] As mentioned above, brake pedal travel refers to the distance the brake pedal moves from its initial position to its current position when the driver presses it. Brake pedal travel is collected in real time by sensors (such as displacement sensors or pressure sensors) installed on the brake pedal.

[0176] For example, the second threshold can be 1.5 mm and the target braking speed is 0 rpm.

[0177] In some embodiments, the difference between the actual braking speed and the target braking speed can mean that the value of the actual braking speed is the same as the value of the target braking speed, but the direction of the actual braking speed is different from the direction of the target braking speed; it can also mean that the direction of the actual braking speed is the same as the direction of the target braking speed, but the value of the actual braking speed is different from the value of the target braking speed; or it can mean that the direction of the actual braking speed is different from the direction of the target braking speed, and the value of the actual braking speed is also different from the value of the target braking speed.

[0178] In some embodiments, under braking conditions, if the brake pedal travel in the vehicle status data exceeds a second threshold and the actual braking speed differs from the target braking speed, the vehicle is determined to be in a backward rolling state. In this case, a deviation correction needs to be performed based on the vehicle's target braking speed and actual braking speed to obtain the target braking speed deviation, and then the correction is performed using the target braking speed deviation.

[0179] In some embodiments, the actual braking speed refers to the actual rotational speed of the drive wheels during vehicle braking. Under braking conditions, the actual braking speed should gradually decrease. If the rate of decrease in the actual braking speed is too slow or reverse acceleration occurs (i.e., the wheels begin to roll backward), it indicates insufficient braking effect and a risk of rolling backward. The target braking speed is the ideal braking speed calculated based on factors such as the current gear, brake pedal travel, and vehicle load, representing the expected speed change trend of the vehicle under normal braking conditions.

[0180] In this embodiment of the present disclosure, under braking conditions, when the brake pedal travel exceeds a second threshold and the actual braking speed differs from the target braking speed, a deviation correction is performed based on the vehicle's target braking speed and the actual braking speed to obtain the target braking speed deviation. This judgment method, based on the comparison between braking intention and the vehicle's actual motion state, can promptly detect the risk of rolling backward and ensure safe parking of the vehicle when braking on a slope.

[0181] The vehicle control method provided in this disclosure will be described in detail below through an embodiment, taking into account a specific application scenario.

[0182] In the current technological scenario, the vehicle is in a complex condition where the front wheels are on a flat road and the rear wheels are on a steep slope with muddy surface, resulting in a low coefficient of friction. When starting on a slope with light throttle, the driving force is insufficient to overcome the slope resistance, and the VAF (Variable Acceleration Function) of the braking system releases prematurely, causing the vehicle to roll backward. At this point, the front axle wheels have not yet fully ascended the slope, and there is a significant discrepancy between the overall vehicle gradient sensed by the Ax sensor and the actual intention to climb. Because the rear wheels are on a steep slope, while the Ax sensor identifies it as a flat road, the VAF system uses control parameters suitable for flat roads, making it impossible for the driving force to effectively overcome the slope resistance, ultimately leading to the rollback.

[0183] Similarly, under braking conditions, when a vehicle performs light braking on a flat road with the front wheels and a steep slope with the rear wheels, the braking force is insufficient to counteract the slope resistance. Since the front axle wheels are not uphill, the Ax sensor's slope recognition is still based on the assumption of a flat road, causing the braking system to fail to provide sufficient braking force in time, resulting in the vehicle rolling backward.

[0184] To address the aforementioned problems, this disclosure proposes a vehicle control method. First, from the perspective of the overall vehicle load, theoretical calculations are performed on vehicle a. Vehicle a has a total mass of 2211 kg, a front axle load of 1003 kg, a left rear wheel (RL) load of 609 kg, and a right rear wheel (RR) load of 599 kg. Assuming the front axle wheels are on a level surface, a 20 cm lift of the RL wheel corresponds to a slope angle of 39°, and a 12 cm lift of the RR wheel corresponds to a slope angle of 10°. Under these conditions, the attitude recognized by the AX sensor is calculated as follows: overall vehicle pitch angle of 3.14° (equivalent to a 5.48% slope), and rear axle roll angle of 2.72° (equivalent to a 4.75% slope). However, the actual slope component (longitudinal) obtained from the RL / RR wheel load decomposition is 1768.65 Nm, equivalent to the torque required for static parking on a 22.6% slope. If we only consider the 5.48% slope estimated by the Ax sensor, the corresponding torque is only 439.08 Nm, which is far less than the actual requirement. It can be seen that the actual slope of the vehicle (22.6%) is much greater than the slope identified by the Ax sensor (5.48%). This difference is the root cause of the VAF function misjudgment, premature release, and subsequent backward roll.

[0185] To address the above problems, this disclosure proposes the following specific implementation methods: Step S11: The powertrain system collects four-wheel speed signals, wheel speed direction, gear data, and accelerator pedal opening, and combines this with the target drive speed to identify backward slippage. Under drive conditions, if the powertrain system detects backward slippage and the drive wheels do not slip, the powertrain system outputs a first drive compensation request based on the target speed correction request, requesting the drive system to perform drive compensation; theoretically, this can ensure that the vehicle never slips backward.

[0186] Step S12: Under driving conditions, if the powertrain detects that the vehicle is rolling backward and the drive wheels are slipping, the powertrain performs active drive force compensation and outputs a first drive compensation request to the drive system. For a centralized electric drive system, the powertrain requests the braking system to perform hydraulic braking on the slipping drive wheels and coordinates with torque reduction control to restore slippage; for a distributed electric drive system, the powertrain requests the drive wheels with slipping wheel ends to perform target torque reduction and optimizes torque distribution by adding a torque differential strategy, thereby suppressing the vehicle from rolling backward.

[0187] Step S13: Under braking conditions, if the power system detects backward slippage, the power system outputs a second drive compensation request based on the correction request of the target braking speed of 0 rpm, and sends a drive force compensation request to the drive system to suppress backward slippage.

[0188] Step S14: Under braking conditions, if the power system detects backward slippage, the power system corrects itself based on the target braking speed of 0 rpm, performs hydraulic braking pressure compensation, outputs a second braking force, requests the braking system to perform hydraulic braking, or activates VAF-related functions (such as AVH, HHC, RAC, or EPB) to assist in suppressing backward slippage, thereby achieving stable parking of the vehicle during braking.

[0189] To ensure the effectiveness of the control strategy, it is also necessary to determine the operating boundaries of the electric drive system, specifically whether the electric drive system has malfunctioned and whether it has compensation capabilities. If the electric drive system is operating normally and has compensation capabilities, then subsequent drive force compensation will continue.

[0190] When the accelerator pedal opening is greater than 5%, if the target driving speed does not match the actual driving speed, the power system will compensate for the speed difference between the target driving speed and the actual driving speed and adjust the driving force output to meet the power response requirements when starting on an incline.

[0191] If the target braking speed does not match the actual braking speed when the brake pedal travel is greater than 1.5mm, the power system will compensate for the speed difference by adjusting the braking force or driving torque to prevent the vehicle from rolling backward due to excessive slope resistance.

[0192] Through the aforementioned strategies and dynamic compensation, accurate identification and effective suppression of rollback under both driving and braking conditions are achieved. Whether on high- or low-traction road surfaces, the vehicle maintains stability during ramp departure or braking, avoiding the risk of rollback and improving overall vehicle safety and driving experience.

[0193] This disclosure introduces a driving force / braking force compensation mechanism based on target driving speed / target braking speed correction, combined with electric drive system capability boundary judgment and multi-condition strategy switching, fundamentally solving the problem of VAF function false triggering and backward slip caused by Ax sensor slope recognition error, significantly improving vehicle handling stability and safety under complex road conditions.

[0194] This disclosure provides a schematic diagram of the architecture of a vehicle control system, such as... Figure 9 As shown, the vehicle's control system 90 includes a power system 901.

[0195] The power system 901 is used to determine the target speed of the vehicle based on vehicle state data when the first axle wheel is on a flat road surface and the second axle wheel is on a changing road surface; to perform deviation correction based on the target speed and the actual speed to obtain the target speed deviation; to determine the corrected speed and corrected torque corresponding to the target speed deviation based on the target speed deviation; and to control the vehicle to a target state using a speed control link or a safety backup link, the target state including a driving state or a stationary state, the speed control link being a link based on the corrected speed; the safety backup link being a link based on the corrected torque; and the safety backup link being used to execute in the event of failure of the speed control link.

[0196] In some embodiments, the power system 901 is further configured to send a corrected speed and a corrected torque to the drive system and obtain the corrected speed; perform closed-loop control based on the corrected speed and the target speed; if the deviation between the corrected speed and the target speed is greater than or equal to a first speed deviation threshold within a preset time, the speed control link is determined to be faulty, the fault flag of the speed control link is set to the target value, and the corrected torque in the safety backup link is used to control the vehicle to be in the target state.

[0197] In some embodiments, the power system 901 is further configured to send a first drive compensation request to the drive system under driving conditions. The first drive compensation request includes a first corrected speed and a first corrected torque. The corrected speed includes the first corrected speed, and the corrected torque includes the first corrected torque. The first corrected speed and the first corrected torque are determined based on the target drive speed deviation in the target speed deviation.

[0198] The drive system 902 is used to perform drive compensation based on a first corrected speed and / or a first corrected torque to keep the vehicle in a driving state.

[0199] In some embodiments, the system further includes: a braking system 903; The power system 901 is also used to, under driving conditions, if the first wheel of the vehicle is slipping, send a first braking force compensation request to the braking system corresponding to the first wheel, send a torque reduction request to the drive system corresponding to the first wheel, and send a first drive compensation request to the drive system corresponding to the first wheel and the drive system corresponding to the second wheel; wherein, the first braking force compensation request includes a first braking force, which is determined based on the slip ratio of the first wheel, the torque reduction request includes a target torque value, and the second wheel is the wheel on the opposite side of the first wheel on the same axle; The braking system 903 is used to perform braking force compensation based on the first braking force; The drive system 902 is also used to perform drive compensation on the first wheel and the second wheel based on the first corrected speed and / or the first corrected torque, and to perform torque reduction processing on the first wheel based on the target torque value, so as to control the vehicle to be in a driving state.

[0200] In some embodiments, the power system 901 is further configured to, under driving conditions, if the first wheel in the vehicle is slipping, send a torque reduction request and a first drive compensation request to the drive system corresponding to the first wheel, and send a first speed difference and a first torque difference to the drive system corresponding to the second wheel; wherein, the torque reduction request includes a target torque value, the second wheel is the coaxial opposite wheel of the first wheel, the first speed difference is determined based on the target speed and the actual speed of the second wheel, and the first torque difference is obtained by conversion based on the first speed difference; the first speed difference and the first torque difference are used to reduce the target speed and target torque of the second wheel; Braking system 903 is also used to compensate for braking force based on the first braking force; The drive system 902 is also used to perform drive compensation on the first wheel based on a first corrected speed and / or a first corrected torque, to perform torque reduction processing on the first wheel based on a target torque value, and to process the second wheel based on a first speed difference and / or a first torque difference, so as to control the vehicle to be in a driving state.

[0201] In some embodiments, the power system 901 is further configured to, under driving conditions, parse the accelerator pedal opening and gear data in the vehicle state data to obtain the target driving speed in the target speed; and calculate the deviation between the target driving speed and the actual driving speed in the actual speed to obtain the target driving speed deviation in the target speed deviation.

[0202] In some embodiments, the power system 901 is further configured to send a second drive compensation request to the drive system under braking conditions; wherein the second drive compensation request includes a second corrected speed and a second corrected torque, the corrected speed includes a second corrected speed, the corrected torque includes a second corrected torque, and the second corrected speed and the second corrected torque are determined based on the target braking speed deviation in the target speed deviation; The drive system 902 is also used to perform drive compensation based on the second corrected speed and / or the second corrected torque to keep the vehicle stationary.

[0203] In some embodiments, the power system 901 is further configured to send a second braking force compensation request to the braking system during braking conditions, wherein the second braking force compensation request includes a second braking force, which is determined by analyzing the brake pedal travel and a second correction torque. The braking system 903 is also used to compensate for braking force based on the second braking force so as to keep the vehicle stationary.

[0204] In some embodiments, the power system 901 is further configured to send a VAF function activation request to the braking system during braking conditions, so as to control the vehicle to a stationary state using the activated VAF function.

[0205] In some embodiments, the power system 901 is further configured to, based on the gear data in the vehicle state data, when the wheel speed direction of the first axle wheel and / or the wheel speed direction of the second axle wheel are opposite to the wheel speed direction corresponding to the gear data, perform deviation correction based on the vehicle's target speed and actual speed to obtain a target speed deviation.

[0206] In some embodiments, the power system 901 is further configured to, if the accelerator pedal opening in the vehicle state data is greater than a first threshold and the actual driving speed is different from the target driving speed, perform deviation correction based on the vehicle's target driving speed and actual driving speed to obtain the target driving speed deviation.

[0207] In some embodiments, the power system 901 is further configured to, if the brake pedal travel in the vehicle state data is greater than a second threshold and the actual braking speed is different from the target braking speed, perform a deviation correction based on the vehicle's target braking speed and actual braking speed to obtain a target braking speed deviation.

[0208] It should be noted that the vehicle control device provided in this embodiment includes various units, which can be implemented by a processor in an electronic device; of course, it can also be implemented by specific logic circuits; in the implementation process, the processor can be a central processing unit (CPU), a microprocessor unit (MPU), a digital signal processor (DSP), or a field-programmable gate array (FPGA), etc.

[0209] The description of the above apparatus embodiments is similar to that of the above method embodiments, and has similar beneficial effects. For technical details not disclosed in the apparatus embodiments of this disclosure, please refer to the description of the method embodiments of this disclosure for understanding.

[0210] It should be noted that, in the embodiments of this disclosure, if the above-described vehicle driving control method is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of this disclosure, or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several voice commands to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods of the various embodiments of this disclosure. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, portable hard drive, read-only memory (ROM), magnetic disk, or optical disk. Thus, the embodiments of this disclosure are not limited to any specific hardware and software combination.

[0211] Thirdly, this disclosure provides a vehicle that includes at least a power system, a drive system, and a braking system, which are communicatively connected. The power system stores a computer program or instructions, and when the computer program or instructions are executed by the power system, the above-described method is implemented.

[0212] This disclosure provides a storage medium, namely a computer-readable storage medium, on which a computer program or voice instruction is stored. When the computer program or voice instruction is executed by a processor, it implements the steps in any of the vehicle control methods provided in the first aspect of the above embodiments.

[0213] This disclosure provides a computer program product, which includes a computer program or voice instructions. When the computer program or voice instructions are executed by a processor, they implement the steps in any of the vehicle control methods provided in the first aspect of the above embodiments.

[0214] It should be noted that the descriptions of the above embodiments of storage media, devices, apparatuses, and program products are similar to the descriptions of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the embodiments of storage media, devices, apparatuses, and program products of this disclosure, please refer to the descriptions of the method embodiments of this disclosure for understanding.

[0215] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this disclosure. Therefore, "in one embodiment" or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this disclosure, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this disclosure. The sequence numbers of the above-described embodiments are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0216] It should be noted that, in this document, 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 limitation, 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 that element.

[0217] In the several embodiments provided in this disclosure, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined, integrated into another system, or some features may be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0218] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0219] In addition, each functional unit in the various embodiments of this disclosure can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0220] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program voice commands. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0221] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this disclosure, or the parts that contribute to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several voice commands to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods of the various embodiments of this disclosure. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0222] The above are merely embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure.

[0223] It should be understood that if this disclosure references any user data and personal information (including but not limited to device information, behavioral data, location information, etc.) and before applying the technical solutions described in the embodiments of this disclosure, the relevant products or services should comply with the laws and regulations concerning the protection of user data and personal information, strictly process users' personal information and data in accordance with the provisions of applicable laws and regulations throughout the entire data processing lifecycle, follow the principles of legality, legitimacy, necessity, good faith, openness, and transparency, and adopt reasonable privacy design schemes and technical measures to ensure the security of user data and personal information, protect users' legitimate rights and interests, and prevent the risks of leakage, theft, or tampering of user data and personal information.

[0224] Specifically, the company must publish and display its privacy policy in a prominent position on the user interface, clearly informing users of the types, purposes, uses, and methods of processing personal information, as well as other matters that should be disclosed as required by laws and regulations; obtain users' prior informed consent or explicit authorization regarding data processing through user-initiated interaction (such as confirmation pop-ups); process or store user data securely within the legally required timeframe; adopt a series of security technologies and management measures, including but not limited to data encryption and access control; share and transfer user data within the scope permitted by law and in a legally required manner; and process user rights, including the rights to query, access, correct, delete, withdraw authorization and consent, cancel registration, and obtain copies of personal information, within the legally required timeframe.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes, With the first axle wheel of the vehicle on a flat road surface and the second axle wheel on a road surface with a changing slope, the target rotational speed of the vehicle is determined based on the vehicle status data. The target speed deviation is obtained by correcting the deviation between the target speed and the actual speed of the vehicle. Based on the target speed deviation, determine the corrected speed and corrected torque corresponding to the target speed deviation; The vehicle is controlled to be in a target state, including a driving state or a stationary state, using a speed control link or a safety backup link. The speed control link is based on the corrected speed; the safety backup link is based on the corrected torque; and the safety backup link is used to execute in the event of failure of the speed control link.

2. The method according to claim 1, characterized in that, The method of controlling the vehicle to be in the target state using a speed control link or a safety backup link includes: The corrected speed and the corrected torque are sent to the drive system, and the corrected speed is obtained; Closed-loop control is performed based on the corrected speed and the target speed. If the deviation between the corrected speed and the target speed is greater than or equal to a first speed deviation threshold within a preset time, the speed control link is determined to be faulty. The fault flag of the speed control link is set to the target value, and the corrected torque in the safety backup link is used to control the vehicle to be in the target state.

3. The method according to claim 2, characterized in that, Sending the corrected speed and the corrected torque to the drive system includes: Under driving conditions, a first drive compensation request is sent to the drive system; The first drive compensation request includes a first corrected speed and a first corrected torque. The corrected speed includes the first corrected speed, and the corrected torque includes the first corrected torque. The first corrected speed and the first corrected torque are determined based on the target drive speed deviation in the target speed deviation.

4. The method according to claim 3, characterized in that, Sending the corrected speed and the corrected torque to the drive system includes: Under driving conditions, if the first wheel of the vehicle is slipping, a first braking force compensation request is sent to the braking system corresponding to the first wheel, a torque reduction request is sent to the drive system corresponding to the first wheel, and a first drive compensation request is sent to the drive system corresponding to the first wheel and the drive system corresponding to the second wheel. The first braking force compensation request includes a first braking force, which is determined based on the slip ratio of the first wheel. The torque reduction request includes a target torque value. The second wheel is the wheel on the opposite side of the first wheel on the same axle.

5. The method according to claim 3, characterized in that, Sending the corrected speed and the corrected torque to the drive system includes: Under driving conditions, if the first wheel in the vehicle is slipping, a torque reduction request and a first drive compensation request are sent to the drive system corresponding to the first wheel, and a first speed difference and a first torque difference are sent to the drive system corresponding to the second wheel. The torque reduction request includes a target torque value, the second wheel is the coaxial opposite wheel of the first wheel, the first speed difference is determined based on the target speed and the actual speed of the second wheel, and the first torque difference is obtained by converting the first speed difference; the first speed difference and the first torque difference are used to reduce the target speed and target torque of the second wheel.

6. The method according to any one of claims 1-5, characterized in that, The deviation correction based on the target speed and actual speed of the vehicle to obtain the target speed deviation includes: Under driving conditions, the accelerator pedal opening and gear data in the vehicle status data are analyzed to obtain the target driving speed in the target speed. The deviation between the target drive speed and the actual drive speed is calculated to obtain the target drive speed deviation in the target speed deviation.

7. The method according to claim 2, characterized in that, Sending the corrected speed and the corrected torque to the drive system includes: Under braking conditions, a second drive compensation request is sent to the drive system; The second drive compensation request includes a second corrected speed and a second corrected torque. The corrected speed includes the second corrected speed, and the corrected torque includes the second corrected torque. The second corrected speed and the second corrected torque are determined based on the target braking speed deviation in the target speed deviation.

8. The method according to claim 7, characterized in that, The method further includes: During braking, a second braking force compensation request is sent to the braking system to keep the vehicle stationary. The second braking force compensation request includes a second braking force, which is determined by analyzing the brake pedal travel and the second correction torque.

9. The method according to claim 1, characterized in that, The method further includes: During braking, a VAF function activation request is sent to the braking system to control the vehicle to remain stationary using the activated VAF function.

10. The method according to any one of claims 1-5, characterized in that, The deviation correction based on the target speed and actual speed of the vehicle to obtain the target speed deviation includes: Based on the gear position data in the vehicle status data, when the wheel speed direction of the first axle wheel and / or the wheel speed direction of the second axle wheel are opposite to the wheel speed direction corresponding to the gear position data, a deviation correction is performed based on the target speed and the actual speed of the vehicle to obtain the target speed deviation.

11. The method according to any one of claims 1-5, characterized in that, The deviation correction based on the target speed and actual speed of the vehicle to obtain the target speed deviation includes: If the accelerator pedal opening in the vehicle status data is greater than the first threshold, and the actual driving speed is different from the target driving speed, a deviation correction is performed based on the target driving speed and the actual driving speed of the vehicle to obtain the target driving speed deviation.

12. The method according to any one of claims 1-5, characterized in that, Based on the target speed and actual speed of the vehicle, a deviation correction is performed to obtain the target speed deviation, including: If the brake pedal travel in the vehicle status data is greater than the second threshold, and the actual braking speed is different from the target braking speed, a deviation correction is performed based on the target braking speed and the actual braking speed of the vehicle to obtain the target braking speed deviation.

13. A vehicle control system, characterized in that, The system includes: a power system; The power system is used to, when the first axle wheels of the vehicle are on a flat road surface and the second axle wheels are on a changing road surface, determine the target speed of the vehicle based on vehicle state data; perform deviation correction based on the target speed and the actual speed of the vehicle to obtain the target speed deviation; determine the corrected speed and corrected torque corresponding to the target speed deviation based on the target speed deviation; and control the vehicle to be in a target state, including a driving state or a stationary state, using a speed control link or a safety backup link, wherein the speed control link is a link formed based on the corrected speed; the safety backup link is a link formed based on the corrected torque; and the safety backup link is used to execute in the event of failure of the speed control link.

14. The system according to claim 13, characterized in that, The power system is also used to send the corrected speed and the corrected torque to the drive system, and to obtain the corrected speed; Closed-loop control is performed based on the corrected speed and the target speed. If the deviation between the corrected speed and the target speed is greater than or equal to a first speed deviation threshold within a preset time, the speed control link is determined to be faulty. The fault flag of the speed control link is set to the target value, and the corrected torque in the safety backup link is used to control the vehicle to be in the target state.

15. A vehicle, characterized in that, The vehicle includes at least a power system, a drive system, and a braking system, and the power system, the drive system, and the braking system are communicatively connected. The power system stores a computer program or instructions, and when the computer program or instructions are executed by the power system, the method described in claims 1-12 is implemented.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method described in claims 1-12.

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