CN107826112B - Vehicle control method and device and vehicle - Google Patents
Vehicle control method and device and vehicle Download PDFInfo
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- CN107826112B CN107826112B CN201710818792.7A CN201710818792A CN107826112B CN 107826112 B CN107826112 B CN 107826112B CN 201710818792 A CN201710818792 A CN 201710818792A CN 107826112 B CN107826112 B CN 107826112B
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- 239000008186 active pharmaceutical agent Substances 0.000 description 16
- ATJFFYVFTNAWJD-UHFFFAOYSA-N Tin Chemical compound [Sn] ATJFFYVFTNAWJD-UHFFFAOYSA-N 0.000 description 8
- 230000008569 process Effects 0.000 description 6
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
Abstract
The invention discloses a vehicle control method, a vehicle control device and a vehicle, wherein the method comprises the following steps: acquiring the current output torque of an engine and the current acceleration value of a vehicle; obtaining a slope value of the current road condition according to the current output torque and the current acceleration value; and controlling the gearbox to enter or exit a ramp mode according to the slope value of the current road condition. According to the method, the current road condition gradient value can be obtained through the output torque of the engine and the current acceleration of the vehicle, so that the gearbox is controlled to enter or exit a ramp mode according to the road condition gradient value, the control accuracy is effectively guaranteed, the reliability and the safety of the vehicle are improved, and the driving experience is improved.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a vehicle control method and device and a vehicle.
Background
At present, when going uphill or downhill, a vehicle can enter a ramp mode to ensure the safety and controllability of the driving of the whole vehicle. In the related technology, firstly, a slope model is calibrated, including the calibration of an uphill mode and a downhill mode, secondly, in the driving process, a slope value is output through the calibrated slope model, and then, whether a vehicle enters the slope mode or not is judged according to the comparison between the slope value and a preset threshold value.
However, the related art has certain limitations and confidentiality, so that the gradient model cannot be accurately evaluated and monitored, errors or mistakes are easy to occur, the reliability of the vehicle is reduced, and even the safety of the vehicle cannot be ensured.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art.
Therefore, one objective of the present invention is to provide a control method for a vehicle, which can effectively ensure the accuracy of control, improve the reliability and safety of the vehicle, and improve the riding experience.
Another object of the present invention is to provide a control apparatus for a vehicle.
It is a further object of the invention to propose a vehicle.
In order to achieve the above object, an embodiment of an aspect of the present invention provides a control method for a vehicle, including: acquiring the current output torque of an engine and the current acceleration value of a vehicle; obtaining a slope value of the current road condition according to the current output torque and the current acceleration value; and controlling the gearbox to enter or exit a ramp mode according to the slope value of the current road condition.
According to the control method of the vehicle, the slope value of the current road condition can be obtained according to the current output torque of the engine and the current acceleration value of the vehicle, so that the gearbox is controlled to enter or exit a ramp mode according to the slope value of the current road condition, the control accuracy is improved, frequent gear shifting is avoided, the reliability and safety of the vehicle are effectively guaranteed, and the driving experience is improved.
Further, in an embodiment of the present invention, the hill mode includes an uphill mode and a downhill mode, wherein the controlling the transmission to enter or exit the hill mode according to the current road condition gradient value further includes: if the current road condition gradient value is larger than a first entering threshold value and the delay time is larger than or equal to a first preset time, controlling the gearbox to enter the downhill mode; if the slope value of the current road condition is smaller than a first exit threshold value and the delay time is greater than or equal to a second preset time, controlling the gearbox to exit the downhill mode; if the current road condition gradient value is smaller than a second entering threshold value and the delay time is greater than or equal to a third preset time, controlling the gearbox to enter the uphill mode; and if the current road condition gradient value is greater than a second exit threshold value and the lag time is greater than or equal to a fourth preset time, controlling the gearbox to exit the uphill mode.
Further, in an embodiment of the present invention, the delay time is a duration time that the current road condition gradient value is greater than a preset threshold value.
Further, in an embodiment of the present invention, the current road condition gradient value is obtained according to a preset gradient base model and the current acceleration value.
Further, in an embodiment of the present invention, the current road gradient value is obtained by the following formula:
N＝10*(A-a)，
wherein A is the current acceleration value, a is the test value of the ramp base model, and (A-a) is the deviation of the current acceleration value and the test value.
In order to achieve the above object, according to another aspect of the present invention, a control apparatus for a vehicle includes: the system comprises an acquisition module 100, a control module and a control module, wherein the acquisition module is used for acquiring the current output torque of an engine and the current acceleration value of a vehicle; an obtaining module 200, configured to obtain a current road condition gradient value according to the current output torque and the current acceleration value; and the control module 300 is used for controlling the gearbox to enter or exit the ramp mode according to the slope value of the current road condition.
The control device of the vehicle can obtain the slope value of the current road condition according to the current output torque of the engine and the current acceleration value of the vehicle, so that the gearbox is controlled to enter or exit a ramp mode according to the slope value of the current road condition, the control accuracy is improved, frequent gear shifting is avoided, the reliability and safety of the vehicle are effectively guaranteed, and the driving experience is improved.
Further, in one embodiment of the present invention, the hill mode includes an uphill mode and a downhill mode, wherein, the control module 300 is further configured to determine whether the current road condition gradient value is greater than a first entering threshold value, and the lag time is greater than or equal to a first preset time, controlling the gearbox to enter the downhill mode, and when the current road condition gradient value is smaller than a first exit threshold value and the delay time is greater than or equal to a second preset time, controlling the gearbox to exit the downhill mode, and when the current road condition gradient value is smaller than a second entering threshold value and the lag time is greater than or equal to a third preset time, controlling the gearbox to enter the uphill mode, and controlling the gearbox to exit the uphill mode when the current road condition gradient value is larger than a second exiting threshold value and the lag time is larger than or equal to a fourth preset time.
Further, in an embodiment of the present invention, the current road condition gradient value is obtained according to a preset gradient base model and the current acceleration value.
Further, in an embodiment of the present invention, the current road gradient value is obtained by the following formula:
N＝10*(A-a)，
wherein A is the current acceleration value, a is the test value of the ramp base model, and (A-a) is the deviation of the current acceleration value and the test value.
In order to achieve the above object, an embodiment of another aspect of the present invention provides a vehicle including the control device of the vehicle. This vehicle can obtain current road conditions gradient value according to the current output torque of engine and the current acceleration value of vehicle to control the gearbox and get into or withdraw from the ramp mode according to current road conditions gradient value, improve the accuracy of control, avoid frequently shifting gears, effectively guarantee the reliability and the security of vehicle, promote to drive and take experience.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a flowchart of a control method of a vehicle according to an embodiment of the invention;
FIG. 2 is a flow chart of a method of controlling a vehicle according to an embodiment of the present invention;
fig. 3 is a schematic configuration diagram of a control apparatus of a vehicle according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
A control method, a device, and a vehicle of a vehicle proposed according to an embodiment of the invention will be described below with reference to the drawings, and first, a control method of a vehicle proposed according to an embodiment of the invention will be described with reference to the drawings.
Fig. 1 is a flowchart of a control method of a vehicle of an embodiment of the invention.
As shown in fig. 1, the control method of the vehicle includes the steps of:
in step S101, the current output torque of the engine and the current acceleration value of the vehicle are acquired.
It can be understood that obtaining the current output torque of the engine and the current acceleration of the vehicle can be understood as performing calibration of a ramp model, and the current output torque of the engine can be obtained by measuring through a torque measuring instrument, a torque measuring sensor and the like; the current acceleration of the vehicle may be obtained by a speedometer, a vehicle acceleration sensor, an acceleration measuring instrument, and the like, and is not particularly limited herein.
In step S102, a current road condition gradient value is obtained according to the current output torque and the current acceleration value.
In one embodiment of the present invention, the current road condition gradient value is obtained according to a preset gradient base model and a current acceleration value.
Further, in an embodiment of the present invention, the current road gradient value is obtained by the following formula:
N＝10*(A-a)， (1)
wherein A is the current acceleration value, a is the test value of the ramp basic model, and A-a is the deviation of the current acceleration value and the test value.
It can be understood that before the ramp basic model is established, ramp mode Offset calibration is firstly carried out, under the environment that the air inlet temperature is T ℃ (can be calibrated) on the horizontal ground, under the steady-state working condition of different gears of the automatic gearbox, the acceleration value A of the whole vehicle under different engine output torques Tq is measured, and the unit g is shown in table 1, it needs to be explained that the table values are virtual values, and the specific values can be confirmed after actual measurement, so that the ramp mode Offset basic model is established, the slope value of the current road condition is obtained according to the ramp basic model and the current acceleration value, and the slope value of the current road condition can be obtained by the formula (1).
TABLE 1
In step S103, the transmission is controlled to enter or exit the hill mode according to the current road condition grade value.
In one embodiment of the present invention, the hill mode includes an uphill mode and a downhill mode, wherein the transmission is controlled to enter or exit the hill mode according to the current road condition gradient value, and the method further includes: if the current road condition gradient value is larger than a first entering threshold value and the delay time is larger than or equal to a first preset time, controlling the gearbox to enter a downhill mode; if the slope value of the current road condition is smaller than a first exit threshold value and the lag time is greater than or equal to a second preset time, controlling the gearbox to exit a downhill mode; if the current road condition gradient value is smaller than a second entering threshold value and the delay time is greater than or equal to a third preset time, controlling the gearbox to enter an uphill mode; and if the current road condition gradient value is greater than the second exit threshold value and the lag time is greater than or equal to the fourth preset time, controlling the gearbox to exit the uphill mode.
In an embodiment of the present invention, the delay time may be a duration time when the current road condition gradient value is greater than a preset threshold value.
It can be understood that the hill mode can be divided into an uphill mode and a downhill mode, and a transmission vehicle equipped with the hill mode can raise the power for climbing by lowering gears and delaying gear-up when entering the uphill mode, and avoid frequent gear-shifting; when entering the downhill mode, a lower gear is kept and a locking interval of the hydraulic transmission is increased so as to fully utilize engine braking for speed reduction.
In particular, the first entry threshold may be a downhill mode entry threshold (NIN)DS) The first predetermined time may be a hysteresis Time (TIN)DS) (ii) a The first exit threshold may be a downhill mode exit threshold (NOUT)DS) The second predetermined time is the delay time (TOUT)DS) Can be used to prevent frequent entry and exit of ramp mode; the second entry threshold may be an uphill mode entry threshold (NIN)US) The third preset time may be a hysteresis Time (TIN)US) (ii) a The second exit threshold may be an uphill mode exit threshold (NOUT)US) The fourth preset time may be a dead time (TOUT)US) And can be used to prevent frequent entry and exit of the ramp mode.
For example, as shown in fig. 2, the method of the embodiment of the present invention includes the following steps: :
in step S201, the hill mode Offset calibration is performed, the engine output torque is defined as Tq, and the vehicle acceleration value corresponding to the output torque is defined as a.
In step S202, a ramp base model is established.
In step S203, a slope value N of the current road condition is obtained according to the slope base model and the acceleration value of the current vehicle.
In step S204, it is determined whether the current road condition gradient value is greater than a downhill mode entry threshold (NIN)DS) And whether the lag time is greater than or equal to the lag Time (TIN)DS) If greater than the downhill mode entry threshold (NIN)DS) And greater than or equal to the lag Time (TIN)DS) Then, go to step S207; if less than the downhill mode entry threshold (NIN)DS) Or less than the lag Time (TIN)DS) Then step S206 is performed.
Step S205 is executed simultaneously with step S204.
In step S205, it is determined whether the current road condition gradient value is less than an uphill mode entry threshold (NIN)US) And whether the lag time is greater than or equal to the lag Time (TIN)US) (ii) a Entering a threshold (NIN) if less than the uphill modeUS) And greater than or equal to the lag Time (TIN)US) Then, go to step S213; entering threshold (NIN) if it is greater than uphill modeUS) Or less than the lag Time (TIN)US) Then step S212 is performed.
In step S206 the gearbox is controlled not to enter a downhill mode and the process goes to step S201.
In step S207, the transmission is controlled to enter a downhill mode, and execution continues with step S208.
In step S208, it is further determined whether the slope value of the current road condition is less than the exit threshold (NOUT) of the downhill modeDS) And whether the lag time is greater than or equal to the lag time (TOUT)DS) If less than the downhill mode exit threshold (NOUT)DS) And is greater than or equal to hysteresisTime (TOUT)DS) Then, step S209 is executed; if greater than the downhill mode exit threshold (NOUT)DS) Or less than the hysteresis time (TOUT)DS) Then step S210 is performed.
In step S209, the downhill mode is exited, and step S201 is executed.
In step S210, the downhill mode is continuously maintained, and S211 is continuously performed.
In step S211, a downhill mode control strategy is executed.
In step S212, the transmission is controlled not to enter the uphill mode, and step S201 is executed.
In step S213 the gearbox is controlled to enter the uphill mode and execution continues with step S214.
In step S214, it is further determined whether the current road condition slope value is greater than the uphill mode exit threshold (NOUT)US) And whether the lag time is greater than or equal to the lag time (TOUT)US) If it is greater than the uphill mode exit threshold (NOUT)US) And greater than or equal to the hysteresis time (TOUT)US) Then, go to step S215; if less than the uphill mode exit threshold (NOUT)US) Or less than the hysteresis time (TOUT)US) Then step S216 is performed.
In step S215, the uphill mode is exited, and the process proceeds to step S201.
In step S216, the uphill mode is maintained, and execution continues with S217.
In step S217, the uphill mode control strategy is executed.
According to the control method of the vehicle, provided by the embodiment of the invention, the slope model can be calibrated through the output torque of the engine and the acceleration of the whole vehicle, so that the slope value of the current road condition is obtained, and the transmission is controlled to enter or exit the slope mode according to the slope value of the current road condition, so that frequent gear shifting is avoided. The slope model is transparent, so that an engineer can monitor and judge the accuracy of the slope model in the calibration development process, the host factory can also realize independent calibration and accuracy inspection of the slope model, the influence of wind speed and vehicle part aging on the dynamic performance of the whole vehicle is covered and optimized, the accuracy of control is effectively guaranteed, the reliability and safety of the vehicle are improved, and the driving experience is improved.
Next, a control device of a vehicle proposed according to an embodiment of the invention is described with reference to the drawings.
Fig. 3 is a schematic configuration diagram of a control device of a vehicle according to an embodiment of the present invention.
As shown in fig. 3, the control device 10 for a vehicle includes: an acquisition module 100, an acquisition module 200, and a control module 300.
The acquisition module 100 is used for acquiring the current output torque of the engine and the current acceleration value of the vehicle. The obtaining module 200 is configured to obtain a current road condition gradient value according to the current output torque and the current acceleration value. The control module 300 is configured to control the transmission to enter or exit the hill mode according to the current road condition gradient value. The device 10 of the embodiment of the invention can obtain the current road condition gradient value through the output torque of the engine and the current acceleration of the vehicle, thereby controlling the gearbox to enter or exit a ramp mode according to the road condition gradient value, effectively ensuring the control accuracy, improving the reliability and the safety of the vehicle and improving the driving experience.
Further, in an embodiment of the present invention, the ramp mode includes an uphill mode and a downhill mode, wherein the control module 300 is further configured to control the transmission to enter the downhill mode when the current road condition gradient value is greater than a first entering threshold and the hysteresis time is greater than or equal to a first preset time, control the transmission to exit the downhill mode when the current road condition gradient value is less than a first exiting threshold and the hysteresis time is greater than or equal to a second preset time, control the transmission to enter the uphill mode when the current road condition gradient value is less than a second entering threshold and the hysteresis time is greater than or equal to a third preset time, and control the transmission to exit the uphill mode when the current road condition gradient value is greater than a second exiting threshold and the hysteresis time is greater than or equal to a fourth preset time.
Further, in an embodiment of the present invention, the current road condition gradient value is obtained according to a preset gradient base model and a current acceleration value.
Further, in an embodiment of the present invention, the current road gradient value is obtained by the following formula:
N＝10*(A-a)，
wherein A is the current acceleration value, a is the test value of the ramp basic model, and A-a is the deviation of the current acceleration value and the test value.
It should be noted that the foregoing explanation of the embodiment of the control method for the vehicle is also applicable to the control device for the vehicle in this embodiment, and the details are not repeated here.
According to the control device of the vehicle, disclosed by the embodiment of the invention, the slope model can be calibrated through the output torque of the engine and the acceleration of the whole vehicle, so that the slope value of the current road condition is obtained, and the transmission is controlled to enter or exit the slope mode according to the slope value of the current road condition, so that frequent gear shifting is avoided. The slope model is transparent, so that an engineer can monitor and judge the accuracy of the slope model in the calibration development process, the host factory can also realize independent calibration and accuracy inspection of the slope model, the influence of wind speed and vehicle part aging on the dynamic performance of the whole vehicle is covered and optimized, the accuracy of control is effectively guaranteed, the reliability and safety of the vehicle are improved, and the driving experience is improved.
In addition, the embodiment of the invention also provides a vehicle which comprises the control device of the vehicle. The vehicle can calibrate the ramp model through the output torque of the engine and the acceleration of the whole vehicle, so that the gradient value of the current road condition is obtained, and the gearbox is controlled to enter or exit the ramp mode according to the gradient value of the current road condition, so that frequent gear shifting is avoided. The slope model is transparent, so that an engineer can monitor and judge the accuracy of the slope model in the calibration development process, the host factory can also realize independent calibration and accuracy inspection of the slope model, the influence of wind speed and vehicle part aging on the dynamic performance of the whole vehicle is covered and optimized, the accuracy of control is effectively guaranteed, the reliability and safety of the vehicle are improved, and the driving experience is improved.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (8)
1. A control method of a vehicle, characterized by comprising the steps of:
acquiring the current output torque of an engine and the current acceleration value of a vehicle;
obtaining a slope value of the current road condition according to the current output torque and the current acceleration value; and
controlling the gearbox to enter or exit a ramp mode according to the current road condition gradient value, wherein the ramp mode comprises an uphill mode and a downhill mode, and the gearbox is controlled to enter or exit the ramp mode according to the current road condition gradient value, further comprising:
if the current road condition gradient value is larger than a first entering threshold value and the delay time is larger than or equal to a first preset time, controlling the gearbox to enter the downhill mode;
if the slope value of the current road condition is smaller than a first exit threshold value and the delay time is greater than or equal to a second preset time, controlling the gearbox to exit the downhill mode;
if the current road condition gradient value is smaller than a second entering threshold value and the delay time is greater than or equal to a third preset time, controlling the gearbox to enter the uphill mode;
and if the current road condition gradient value is greater than a second exit threshold value and the lag time is greater than or equal to a fourth preset time, controlling the gearbox to exit the uphill mode.
2. The method of claim 1, wherein the hysteresis time is a duration for which the current road condition gradient value is greater than a preset threshold value.
3. The method according to claim 1, wherein the current road condition gradient value is obtained based on a preset gradient base model and the current acceleration value.
4. The method of controlling a vehicle according to claim 3, wherein the current road condition gradient value is obtained by the following formula:
N＝10*(A-a)，
wherein A is the current acceleration value, a is the test value of the ramp base model, and (A-a) is the deviation of the current acceleration value and the test value.
5. A control apparatus of a vehicle, characterized by comprising:
the system comprises an acquisition module (100) for acquiring the current output torque of an engine and the current acceleration value of a vehicle;
the acquisition module (200) is used for acquiring a current road condition gradient value according to the current output torque and the current acceleration value; and
a control module (300) for controlling the transmission to enter or exit a hill mode according to the current road condition slope value, wherein the hill mode includes an uphill mode and a downhill mode, wherein the control module (300) is further configured to control the transmission to enter the downhill mode when the current road condition slope value is greater than a first entry threshold and a hysteresis time is greater than or equal to a first preset time, and control the transmission to exit the downhill mode when the current road condition slope value is less than a first exit threshold and the hysteresis time is greater than or equal to a second preset time, and control the transmission to enter the uphill mode when the current road condition slope value is less than a second entry threshold and the hysteresis time is greater than or equal to a third preset time, and control the transmission to enter the uphill mode when the current road condition slope value is greater than a second exit threshold, and when the lag time is greater than or equal to a fourth preset time, controlling the gearbox to exit the uphill mode.
6. The control apparatus for a vehicle according to claim 5, wherein the current road condition gradient value is obtained based on a preset gradient base model and the current acceleration value.
7. The control apparatus of a vehicle according to claim 6, wherein the current road condition gradient value is obtained by the following formula:
N＝10*(A-a)，
wherein A is the current acceleration value, a is the test value of the ramp base model, and (A-a) is the deviation of the current acceleration value and the test value.
8. A vehicle, characterized by comprising: the control device of the vehicle according to any one of claims 5 to 7.
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| CN108312895B (en) * | 2018-03-30 | 2019-08-30 | 北京经纬恒润科技有限公司 | A kind of control method of Anti-slide, device and pure electric automobile |
| CN108508896B (en) * | 2018-04-17 | 2021-11-12 | 湖南星邦智能装备股份有限公司 | Method and system for controlling walking speed of aerial work platform |
| CN110985658A (en) * | 2019-12-26 | 2020-04-10 | 江苏埃驱奥新能源科技有限公司 | Automatic gearbox gradient identification gear shifting control method |
| CN110792763B (en) * | 2020-01-03 | 2020-05-05 | 盛瑞传动股份有限公司 | Gear shifting control method and device |
| CN113050600A (en) * | 2021-03-18 | 2021-06-29 | 奇瑞新能源汽车股份有限公司 | Offline detection method and device for vehicle controller |
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