CN112319241B - Vehicle control method, device, storage medium, electronic device and vehicle - Google Patents

Vehicle control method, device, storage medium, electronic device and vehicle Download PDF

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CN112319241B
CN112319241B CN202011311650.XA CN202011311650A CN112319241B CN 112319241 B CN112319241 B CN 112319241B CN 202011311650 A CN202011311650 A CN 202011311650A CN 112319241 B CN112319241 B CN 112319241B
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vehicle
value
slope
gradient
driving motor
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CN112319241A (en
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刘君
柳少康
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Beijing CHJ Automotive Information Technology Co Ltd
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Beijing CHJ Automotive Information Technology Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B60L15/2018—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking for braking on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The disclosure relates to a vehicle control method and device, a storage medium, an electronic device and a vehicle, so as to improve the effect of anti-slope-sliding control. The method comprises the following steps: when the anti-slope-sliding function is in a standby state, determining whether the vehicle has slope sliding risk or not; if the vehicle is determined to have a slope slipping risk, controlling the slope slipping prevention function to be in an activated state; and under the condition that the slope slipping prevention function is in the activated state, carrying out torque control on a driving motor of the vehicle so as to enable the rotating speed of the driving motor to be at a target rotating speed, and meanwhile, sending a master cylinder pressure control instruction to a chassis domain controller so as to control the master cylinder pressure of the chassis domain controller to be at a first target pressure value.

Description

Vehicle control method, device, storage medium, electronic device and vehicle
Technical Field
The present disclosure relates to the field of vehicle control, and in particular, to a vehicle control method, apparatus, storage medium, electronic device, and vehicle.
Background
The pure electric drive car at present only adopts the motor to prevent swift current slope control, under the slope starting condition, has following defect: the anti-slope-sliding control enables a motor system to work under the working conditions of large load and locked rotor, overheating of a motor or an Insulated Gate Bipolar Transistor (IGBT) is easily caused, adverse effects are generated on related devices, and if the anti-slope-sliding control fails due to overheating of the motor or the IGBT, a motor generates reverse electromotive force to charge a power battery in the slope sliding process of a vehicle, and the power battery is easily overcharged or damaged.
Disclosure of Invention
The invention aims to provide a vehicle control method, a vehicle control device, a storage medium, an electronic device and a vehicle, so as to improve the effect of landslide prevention control.
In order to achieve the above object, according to a first aspect of the present disclosure, there is provided a vehicle control method including:
when the anti-slope-sliding function is in a standby state, determining whether the vehicle has slope sliding risk or not;
if the vehicle is determined to have a slope slipping risk, controlling the slope slipping prevention function to be in an activated state;
and under the condition that the slope slipping prevention function is in the activated state, carrying out torque control on a driving motor of the vehicle so as to enable the rotating speed of the driving motor to be at a target rotating speed, and meanwhile, sending a master cylinder pressure control instruction to a chassis domain controller so as to control the master cylinder pressure of the chassis domain controller to be at a first target pressure value.
Optionally, the method further comprises:
when the anti-slope-slipping function is in a closed state, determining whether the vehicle is in a slope starting working condition;
and if the vehicle is determined to be in the slope starting working condition, controlling the slope slipping prevention function to be in the standby state.
Optionally, the determining whether the vehicle is in a hill start condition when the anti-creep function is in an off state includes:
when the anti-slide function is in a closed state, acquiring gear information of the vehicle, state information of a parking brake and gradient information acquired by a gradient sensor;
and if the gear information of the vehicle indicates that the vehicle is in a preset gear, the state information indicates that the parking brake is in a release state, and the gradient value indicated by the gradient information is greater than a first gradient threshold value, determining that the vehicle is in a hill start working condition, wherein the preset gear is a forward gear or a reverse gear.
Optionally, the determining whether the vehicle has a risk of rolling when the anti-roll function is in a standby state includes:
when the anti-slope-slipping function is in a standby state, determining that the vehicle has a slope slipping risk if the vehicle meets any one of the following conditions:
the vehicle is in a forward uphill state, and a driving motor of the vehicle reversely rotates;
the vehicle is in a forward and upward slope state, and the speed direction of the vehicle is a direction pointing to the backward direction of the vehicle;
the vehicle is in a reverse uphill state, and a driving motor of the vehicle rotates forwards;
the vehicle is in a reverse-up slope state, and the speed direction of the vehicle is a direction pointing to the forward direction of the vehicle;
the gradient value of the gradient where the vehicle is located is larger than a second gradient threshold value, the vehicle is in a preset gear, and a driving motor of the vehicle is in a power generation state, wherein the preset gear is a forward gear or a reverse gear.
Optionally, the performing torque control on a driving motor of the vehicle so that a rotation speed of the driving motor is at a target rotation speed includes:
collecting the actual rotating speed of the driving motor;
determining a first torque value according to the gradient value of the gradient of the vehicle;
determining a second torque value through a PID algorithm according to the difference between the actual rotating speed and the target rotating speed;
and determining a target torque value according to the first torque value and the second torque value, and performing torque control on the driving motor according to the target torque value.
Optionally, the performing torque control on the driving motor according to the target torque value includes:
if the actual rotating speed of the driving motor exceeds a rotating speed threshold, determining a torque upper limit value according to the actual rotating speed;
and performing torque control on the driving motor by using the smaller of the target torque value and the torque upper limit value.
Optionally, the first target pressure value P1 is determined according to the following formula:
Figure BDA0002790019920000031
the method comprises the following steps of obtaining a storage coefficient, a gravity acceleration coefficient, a first preset coefficient, af, ar and Cr, wherein k is a reserve coefficient, m is the prepared mass of the vehicle, g is the gravity acceleration, s is the gradient value of the gradient where the vehicle is located, a is a first preset coefficient, af is the equivalent area of a front brake of the vehicle, ar is the equivalent area of a rear brake of the vehicle, and Cr is a master cylinder pressure distribution coefficient.
Optionally, the method further comprises:
acquiring an actual pressure value of the master cylinder;
if the actual pressure value reaches the first target pressure value, stopping torque control on a driving motor of the vehicle;
sending a master cylinder pressure maintaining instruction to the chassis domain controller so as to maintain the master cylinder pressure of the chassis domain controller at the first target pressure value.
Optionally, the method further comprises:
determining whether the vehicle meets an exit condition while the anti-roll function is in an activated state;
if the vehicle is determined to meet the exit condition, controlling the anti-slope-sliding function to be in a closed state;
wherein the exit condition comprises any one of:
the vehicle is in park or neutral;
the parking brake of the vehicle is in a clamped state;
an accelerator pedal of the vehicle is depressed and an acceleration torque value during acceleration triggered by the accelerator pedal is greater than a grade force threshold.
Optionally, the method further comprises:
if the accelerator pedal of the vehicle is stepped on, stopping sending the master cylinder pressure maintaining instruction to the chassis area controller;
acquiring an actual acceleration torque value in an acceleration process triggered by the accelerator pedal;
determining a second target pressure value according to the actual acceleration torque value;
and controlling the master cylinder pressure of the chassis controller to be at the second target pressure value until the actual acceleration torque value is larger than the gradient force threshold value.
Optionally, the second target pressure value P2 is determined according to the following formula:
Figure BDA0002790019920000041
the method comprises the following steps of obtaining a storage coefficient, a real acceleration torque value, a real brake equivalent area and a master cylinder pressure distribution coefficient, wherein k is a storage coefficient, m is the prepared mass of the vehicle, g is the gravity acceleration, r is the wheel radius of the vehicle, s is the gradient value of the gradient where the vehicle is located, T1 is the actual acceleration torque value, i is the transmission ratio of a transmission system of the vehicle, a is a first preset coefficient, af is the front brake equivalent area of the vehicle, ar is the rear brake equivalent area of the vehicle, and Cr is the master cylinder pressure distribution coefficient.
Optionally, the gradient force threshold T0 is determined according to the following formula:
Figure BDA0002790019920000051
wherein k is a reserve coefficient, m is a service mass of the vehicle, g is a gravitational acceleration, r is a wheel radius of the vehicle, s is a gradient value of a gradient in which the vehicle is located, and i is a transmission ratio of a transmission system of the vehicle.
According to a second aspect of the present disclosure, there is provided a vehicle control apparatus, the apparatus comprising:
the first determining module is used for determining whether the vehicle has a slope slipping risk or not when the slope slipping prevention function is in a standby state;
the first control module is used for controlling the anti-slope-slipping function to be in an activated state if the vehicle is determined to have a slope-slipping risk;
and the second control module is used for controlling the torque of a driving motor of the vehicle under the condition that the slope slipping prevention function is in the activated state so as to enable the rotating speed of the driving motor to be in a target rotating speed, and meanwhile, sending a master cylinder pressure control instruction to a chassis domain controller so as to control the master cylinder pressure of the chassis domain controller to be in a first target pressure value.
Optionally, the apparatus further comprises:
the second determining module is used for determining whether the vehicle is in a slope starting working condition or not when the anti-slope-slipping function is in a closing state;
and the third control module is used for controlling the slope slipping prevention function to be in the standby state if the vehicle is determined to be in the slope starting working condition.
Optionally, the second determining module includes:
the acquisition submodule is used for acquiring gear information of the vehicle, state information of a parking brake and gradient information acquired by a gradient sensor when the anti-slope-slipping function is in an off state;
the first determining submodule is used for determining that the vehicle is in the hill start working condition if the gear information of the vehicle indicates that the vehicle is in a preset gear and the state information indicates that the parking brake is in a release state and the gradient value indicated by the gradient information is larger than a first gradient threshold value, wherein the preset gear is a forward gear or a reverse gear.
Optionally, the first determining module is configured to determine that the vehicle is at a risk of rolling when the anti-rolling function is in a standby state if the vehicle meets any one of the following conditions:
the vehicle is in a forward uphill state, and a driving motor of the vehicle rotates reversely;
the vehicle is in a forward and upward slope state, and the speed direction of the vehicle is a direction pointing to the backward direction of the vehicle;
the vehicle is in a reverse uphill state, and a driving motor of the vehicle rotates forwards;
the vehicle is in a reverse uphill state, and the speed direction of the vehicle points to the forward direction of the vehicle;
the gradient value of the gradient where the vehicle is located is larger than a second gradient threshold value, the vehicle is in a preset gear, and a driving motor of the vehicle is in a power generation state, wherein the preset gear is a forward gear or a reverse gear.
Optionally, the second control module comprises:
the acquisition submodule is used for acquiring the actual rotating speed of the driving motor;
the second determining submodule is used for determining a first torque value according to the gradient value of the gradient of the vehicle;
the third determining submodule is used for determining a second torque value through a PID algorithm according to the difference between the actual rotating speed and the target rotating speed;
and the control submodule is used for determining a target torque value according to the first torque value and the second torque value and carrying out torque control on the driving motor according to the target torque value.
Optionally, the control sub-module is configured to:
if the actual rotating speed of the driving motor exceeds a rotating speed threshold value, determining a torque upper limit value according to the actual rotating speed;
and performing torque control on the driving motor by using the smaller of the target torque value and the torque upper limit value.
Optionally, the first target pressure value P1 is determined according to the following formula:
Figure BDA0002790019920000071
the method comprises the following steps of obtaining a storage coefficient, a gravity acceleration coefficient, a first preset coefficient, af, ar and Cr, wherein k is a reserve coefficient, m is the prepared mass of the vehicle, g is the gravity acceleration, s is the gradient value of the gradient where the vehicle is located, a is a first preset coefficient, af is the equivalent area of a front brake of the vehicle, ar is the equivalent area of a rear brake of the vehicle, and Cr is a master cylinder pressure distribution coefficient.
Optionally, the apparatus further comprises:
the first acquisition module is used for acquiring the actual pressure value of the master cylinder;
the fourth control module is used for stopping torque control on a driving motor of the vehicle if the actual pressure value reaches the first target pressure value;
and the instruction sending module is used for sending a master cylinder pressure maintaining instruction to the chassis domain controller so as to maintain the master cylinder pressure of the chassis domain controller at the first target pressure value.
Optionally, the apparatus further comprises:
the third determining module is used for determining whether the vehicle meets an exit condition when the anti-slope-slipping function is in an activated state;
the fifth control module is used for controlling the slope slipping prevention function to be in a closed state if the fact that the vehicle meets the quit condition is determined;
wherein the exit condition comprises any one of:
the vehicle is in park or neutral;
the parking brake of the vehicle is in a clamped state;
an accelerator pedal of the vehicle is depressed and an acceleration torque value during acceleration triggered by the accelerator pedal is greater than a grade force threshold.
Optionally, the apparatus further comprises:
the sixth control module is used for stopping sending the master cylinder pressure maintaining instruction to the chassis area controller if an accelerator pedal of the vehicle is stepped on;
the acquisition module is used for acquiring an actual acceleration torque value in an acceleration process triggered by the accelerator pedal;
the fourth determination module is used for determining a second target pressure value according to the actual acceleration torque value;
and the seventh control module is used for controlling the master cylinder pressure of the chassis controller to be at the second target pressure value until the actual acceleration torque value is larger than the gradient force threshold value.
Optionally, the second target pressure value P2 is determined according to the following formula:
Figure BDA0002790019920000081
the method comprises the following steps of calculating a storage coefficient, a real acceleration torque value, a transmission system transmission ratio of the vehicle, a, af, ar, a master cylinder pressure distribution coefficient, wherein k is a storage coefficient, m is the service mass of the vehicle, g is the gravity acceleration, r is the wheel radius of the vehicle, s is the gradient value of the gradient where the vehicle is located, T1 is the actual acceleration torque value, i is the transmission ratio of the transmission system of the vehicle, a is a first preset coefficient, af is the equivalent area of a front brake of the vehicle, ar is the equivalent area of a rear brake of the vehicle, and Cr is the master cylinder pressure distribution coefficient.
Optionally, the gradient force threshold T0 is determined according to the following equation:
Figure BDA0002790019920000082
wherein k is a reserve coefficient, m is a service mass of the vehicle, g is a gravitational acceleration, r is a wheel radius of the vehicle, s is a gradient value of a gradient in which the vehicle is located, and i is a transmission ratio of a transmission system of the vehicle.
According to a third aspect of the present disclosure, there is provided a computer readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the method as set forth in the first aspect of the present disclosure.
According to a fourth aspect of the present disclosure, there is provided an electronic apparatus comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to implement the steps of the method of the first aspect of the disclosure.
According to a fifth aspect of the present disclosure, there is provided a vehicle comprising:
a power domain controller for performing the method of the first aspect of the disclosure;
a chassis domain controller to communicate with the power domain controller to control a master cylinder pressure of the chassis domain controller.
According to the technical scheme, when the anti-slope-sliding function is in a standby state, whether the vehicle has slope risk or not is determined, if the vehicle has the slope risk, the anti-slope-sliding function is controlled to be in an activated state, and under the condition that the anti-slope-sliding function is in the activated state, torque control is performed on a driving motor of the vehicle, so that the rotating speed of the driving motor is in a target rotating speed, and meanwhile, a master cylinder pressure control instruction is sent to the chassis domain controller, so that the master cylinder pressure of the chassis domain controller is controlled to be in a first target pressure value. Therefore, the power system (driving motor) and the braking system (chassis domain controller) are combined to perform slope sliding prevention control on the vehicle, the situation that the motor of the power system works under a large load and locked-rotor working condition for a long time can be avoided, overheating of the motor or an IGBT is prevented, vehicle devices are protected, overcharging of a power battery caused by overheating of the motor can be prevented, meanwhile, configuration of the chassis system of the vehicle can be fully utilized, resource waste is prevented, and due to the fact that integrated control is performed on the power system and the braking system, a control command is issued in a targeted mode in combination with the conditions of the power system and the braking system, therefore, the interference phenomenon between the chassis and the power system in the braking system can be prevented, and therefore the overall effect of slope sliding prevention control can be improved.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a flow chart of a vehicle control method provided according to one embodiment of the present disclosure;
FIG. 2 is a flowchart illustrating an exemplary step of torque controlling a driving motor of a vehicle to maintain a rotational speed of the driving motor at a target rotational speed in a vehicle control method according to the present disclosure;
FIG. 3 is a flow chart of a vehicle control method provided in accordance with another embodiment of the present disclosure;
FIG. 4 is a block diagram of a vehicle control apparatus provided in accordance with one embodiment of the present disclosure;
FIG. 5 is a block diagram illustrating an electronic device in accordance with an example embodiment.
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
Before introducing aspects of the present disclosure, a brief description of related concepts involved in the present disclosure will be provided.
The power domain controller is used for controlling a vehicle power transmission system and can integrate the functions of vehicle control, power battery management, driving motor control, charging control, range extender control, transmission control and the like. The whole vehicle torque control function is integrated in power domain control.
And the chassis domain controller is used for controlling a vehicle chassis system and can integrate functions of service brake control, parking brake control, electronic stability control, electric power steering control, active suspension control and the like. Wherein the automatic parking control function is integrated in the chassis domain controller.
Currently, the vehicle has four gears as follows: gear P, gear parkking and gear Parking; n gear, neutral gear and Neutral gear; d, gear shifting: drive gear, forward gear; r is gear: reverse gear, reverse gear.
The slope (slope) is the degree of steepness of the earth surface unit, the ratio of the vertical height of the slope to the distance in the horizontal direction is generally called as the slope (or called as the slope ratio), the slope is expressed by four methods, namely a percentage method, a degree method, a density method and a fraction method, and the percentage method is adopted in the disclosure.
As described in the background art, the anti-slide control technology used in the current pure electric vehicle generally has the problems of easily causing damage to vehicle devices and the like. In addition, the mode adopted in the related art does not consider the combination of a power system and a brake system (chassis system), on one hand, the configuration resources of the existing chassis system are wasted, and on the other hand, the slope-sliding prevention function and the parking function may interfere with each other, so that the problems of the waste of the resources and the interference of the functions exist. In order to solve the above problems, the present disclosure provides a vehicle control method, apparatus, storage medium, electronic device, and vehicle to improve the effect of landslide prevention control.
Fig. 1 is a flowchart of a vehicle control method provided according to an embodiment of the present disclosure. For example, the method provided by the present disclosure may be applied to a power domain controller of a vehicle.
As shown in fig. 1, the method may include the steps of:
in step 11, when the anti-landslide function is in a standby state, determining whether the vehicle has a landslide risk;
in step 12, if the vehicle is determined to have a risk of sliding down the slope, controlling the anti-sliding function to be in an activated state;
in step 13, when the anti-creep function is activated, the torque control is performed on the drive motor of the vehicle so that the rotation speed of the drive motor is at the target rotation speed, and a master cylinder pressure control command is transmitted to the chassis zone controller so that the master cylinder pressure of the chassis zone controller is controlled at a first target pressure value.
In the scheme of the disclosure, the anti-slope-slipping function of the vehicle has three states, namely a closed state, a standby state and an activated state, wherein in the closed state, the anti-slope-slipping function is not effective, and if the vehicle is identified to be in a slope starting condition in the closed state, the anti-slope-slipping function is changed from the closed state to the standby state, and in the standby state, if the vehicle is identified to have a slope risk, the anti-slope-slipping function is changed from the standby state to the activated state, and in the activated state, a series of anti-slope-slipping control is realized.
Therefore, optionally, for a scenario where the anti-landslide function is changed from the off state to the standby state, the method provided by the present disclosure may further include the steps of:
when the anti-slide function is in a closed state, determining whether the vehicle is in a slope starting working condition;
and if the vehicle is determined to be in the slope starting working condition, controlling the slope slipping prevention function to be in a standby state.
For example, determining whether the vehicle is in a hill start condition may include:
when the anti-slope-slipping function is in a closed state, acquiring gear information of a vehicle, state information of a parking brake and slope information acquired by a slope sensor;
and if the gear information of the vehicle indicates that the vehicle is in a preset gear, the state information indicates that the parking brake is in a release state, and the gradient value indicated by the gradient information is larger than the first gradient threshold value, determining that the vehicle is in a hill start working condition. The preset gear is a forward gear or a reverse gear.
The state information of the parking brake (e.g., electronic parking brake) is used to indicate the state of the parking brake, and may include a released state and a clamped state, wherein the released state of the parking brake indicates that the vehicle is movable and the clamped state of the parking brake indicates that the vehicle is braked or stopped.
The first grade threshold may be determined as a function of creep torque of the vehicle. The creep torque of all vehicles is sufficient to overcome a certain grade resistance so that the vehicles do not roll when running, and therefore, only the grade exceeding the resistance is necessary to prevent the vehicle from rolling. For example, the first grade threshold may be set at 3%. The crawling means that when the vehicle is in a power gear, a driver does not step on an accelerator pedal and a brake pedal, and the vehicle slowly runs at a low speed (for example, 5-6 km/h).
As described above, if the vehicle is in the preset gear, the parking brake is in the released state, and the gradient value of the gradient where the vehicle is located is greater than the first gradient threshold value, it may be determined that the vehicle is starting on a hill, that is, is in a hill-start condition.
In one possible embodiment, step 11 may comprise the steps of:
when the anti-slope-slipping function is in a standby state, if the vehicle meets any one of the following conditions, determining that the vehicle has a slope-slipping risk:
the vehicle is in a forward and uphill state, and a driving motor of the vehicle rotates reversely;
the vehicle is in a forward and uphill state, and the speed direction of the vehicle points to the backward direction of the vehicle;
the vehicle is in a reverse uphill state, and a driving motor of the vehicle rotates forwards;
the vehicle is in a reverse and uphill state, and the speed direction of the vehicle is a direction pointing to the forward direction of the vehicle;
the gradient value of the gradient where the vehicle is located is larger than the second gradient threshold value, the vehicle is in a preset gear, and a driving motor of the vehicle is in a power generation state.
If the gradient value of the vehicle is larger than the second gradient threshold value, the vehicle is in the preset gear, and the driving motor of the vehicle is in a power generation state, it is indicated that the gradient force is larger than the driving force, and the vehicle slides due to the gradient force, so that the vehicle has a vehicle sliding risk. Wherein the second slope threshold may be the same as the first slope threshold or slightly less than the first slope threshold. Whether a driving motor of a vehicle is in a power generation state can be determined through the positive and negative of the direct current bus current of the driving motor, and if the direct current bus current of the driving motor is a negative value, the driving motor is in the power generation state.
The vehicle is determined to have the slope slipping risk through the mode, and the slope slipping prevention function can be controlled to be in an activated state.
Under the condition that the slope slipping prevention function is in an activated state, torque control is carried out on a driving motor of the vehicle, so that the rotating speed of the driving motor is in a target rotating speed, and meanwhile, a main cylinder pressure control instruction is sent to the chassis area controller, so that the main cylinder pressure of the chassis area controller is controlled to be in a first target pressure value. The power domain controller can directly control the driving motor, and when the power domain controller controls the pressure of the main cylinder, a main cylinder pressure control instruction needs to be sent to the chassis domain controller, so that the driving motor can be controlled faster than the main cylinder pressure in the aspect of response speed.
The torque control of the drive motor is performed to control the motor to a target rotation speed. Here, the target rotation speed may be 0, so that the vehicle can be rapidly brought to a standstill.
In one possible embodiment, in step 13, performing torque control on the driving motor of the vehicle so that the rotation speed of the driving motor is at the target rotation speed may include the following steps, as shown in fig. 2.
In step 21, collecting the actual rotation speed of the driving motor;
in step 22, determining a first torque value according to a gradient value of the gradient of the vehicle;
in step 23, determining a second torque value by a PID algorithm according to the difference between the actual rotating speed and the target rotating speed;
in step 24, a target torque value is determined according to the first torque value and the second torque value, and torque control is performed on the driving motor according to the target torque value.
The actual rotating speed of the driving motor is acquired, namely the rotating speed of the driving motor is acquired in real time, and the data acquired in real time is applied to the current calculation. And, if not otherwise stated, all actual values referred to in this disclosure are actual values collected in real time and applied to the current calculation.
The first torque value may be considered a steady-state portion of the torque control. For example, in step 22, the first torque value T2 may be determined according to the following formula:
Figure BDA0002790019920000141
wherein T2 is Nm, m is the vehicle's service mass (in kg), and g is the acceleration of gravity (in m/s) 2 ) And s is the value of the slope on which the vehicle is located (in units), and i is the driveline gear ratio of the vehicle.
The second torque value may be considered a dynamic part of the torque control. And according to the difference between the actual rotating speed and the target rotating speed which are acquired in real time, the target rotating speed is used as a PID control target through a PID algorithm, and then a second torque value can be obtained. The PID algorithm is conventional in the art and will not be described in detail herein.
It should be noted that, the execution sequence of the steps 21 to 23 is not strictly limited, and the sequence of the step numbers does not represent the execution sequence.
After the first torque value and the second torque value are determined, the steady state portion and the dynamic portion of the torque control are determined, and further, a target torque value may be determined based on the first torque value and the second torque value, and the driving motor may be torque-controlled according to the target torque value. For example, the target torque value may take the sum of the first torque value and the second torque value.
In one possible embodiment, the torque control of the drive motor can be carried out directly with the target torque value.
In another possible embodiment, step 24 may include the steps of:
if the actual rotating speed of the driving motor exceeds a rotating speed threshold value, determining a torque upper limit value according to the actual rotating speed;
and performing torque control on the driving motor by using the smaller one of the target torque value and the torque upper limit value.
During the anti-creep control, if the rotation speed of the driving motor exceeds a threshold rotation speed (for example, 100 rpm), it indicates that the vehicle has uncontrollable backward slip. Since the back electromotive force generated by the motor continuously charges the power battery, the power battery is required to be prevented from being overcharged, and the slope slip prevention torque is required to be limited.
For example, the upper torque limit Tbatt may be determined according to the following equation:
Figure BDA0002790019920000142
where b is a second predetermined coefficient (e.g., 9500), pmax is the maximum charging power of the vehicle power battery, and n is the actual rotational speed of the driving motor.
Therefore, the smaller one of the target torque value and the torque upper limit value can be used for carrying out torque control on the driving motor, and the phenomenon that the reverse electromotive force generated by the motor charges the power battery to cause the overcharge of the power battery is avoided, so that the aim of protecting the battery is fulfilled.
Step 13 further includes sending a master cylinder pressure control command to the chassis domain controller to control the master cylinder pressure of the chassis domain controller to be at the first target pressure value.
Illustratively, the first target pressure value P1 is determined according to the following equation:
Figure BDA0002790019920000151
where P1 is in bar, k is a reserve coefficient (e.g., 1.3), m is the vehicle's trim mass, g is the acceleration of gravity, s is the slope value of the slope on which the vehicle is located, a is a first predetermined coefficient (e.g., 200000), and Af is the front brake equivalent area of the vehicle (in m) 2 ) Ar is the rear brake equivalent area (in m) of the vehicle 2 ) And Cr is a master cylinder pressure distribution coefficient.
According to the technical scheme, when the anti-slope-sliding function is in a standby state, whether the vehicle has slope risk or not is determined, if the vehicle has the slope risk, the anti-slope-sliding function is controlled to be in an activated state, and under the condition that the anti-slope-sliding function is in the activated state, torque control is performed on a driving motor of the vehicle, so that the rotating speed of the driving motor is in a target rotating speed, and meanwhile, a master cylinder pressure control instruction is sent to the chassis domain controller, so that the master cylinder pressure of the chassis domain controller is controlled to be in a first target pressure value. Therefore, the power system (driving motor) and the braking system (chassis domain controller) are combined to perform slope slipping prevention control on the vehicle, the situation that the motor of the power system works under a large-load and locked-rotor working condition for a long time can be avoided, overheating of the motor or an IGBT is prevented, vehicle devices are protected, overcharging of a power battery caused by overheating of the motor can be prevented, meanwhile, configuration of the vehicle chassis system can be fully utilized, resource waste is prevented, the interference phenomenon of the chassis and the power system in the braking system can also be prevented, and the overall effect of slope slipping prevention control is further improved.
Optionally, on the basis of the steps shown in fig. 1, the method provided by the present disclosure may further include the following steps, as shown in fig. 3.
In step 31, acquiring an actual pressure value of the master cylinder;
in step 32, stopping torque control of the driving motor of the vehicle if the actual pressure value reaches the first target pressure value;
in step 33, a master cylinder pressure holding command is sent to the chassis domain controller to maintain the master cylinder pressure of the chassis domain controller at the first target pressure value.
In addition, when a main cylinder pressure maintaining instruction is sent to the chassis domain controller, an automatic parking lamp on an instrument panel can be controlled to prompt a driver.
Therefore, the driving motor system can be prevented from working under the working conditions of large load and locked rotor for a long time, and the service life of the motor is prevented from being influenced or the motor is prevented from being damaged.
It should be noted that, in the above embodiment, if the driver depresses the brake pedal, the actual value of the master cylinder pressure may be greater than the first target pressure value, in this case, the check valve in the brake system objectively allows the brake fluid to be filled into the brake cylinder, and at this time, the power domain controller stops sending the master cylinder pressure maintaining command to ensure that the brake fluid can flow out of the brake cylinder, so as to prevent the vehicle from being washed, the brake disc, and the like when the vehicle starts to release the automatic parking (parking brake) due to the excessive pressure of the brake cylinder. And, during the process that the driver releases the brake pedal, the actual value of the master cylinder pressure will recover (gradually decrease from being greater than the first target pressure value), and when the actual value of the master cylinder pressure is equal to the first target pressure value, the power domain controller will continue to send the master cylinder pressure maintaining command to ensure that the vehicle can stably stay on the slope.
Optionally, the method provided by the present disclosure may further include the steps of:
when the anti-slope-sliding function is in an activated state, determining whether the vehicle meets an exit condition;
and if the vehicle meets the exit condition, controlling the anti-slope-sliding function to be in a closed state.
Wherein the exit condition may include any one of the following:
the vehicle is in park or neutral;
the parking brake of the vehicle is in a clamped state;
an accelerator pedal of the vehicle is depressed and an acceleration torque value during acceleration triggered by the accelerator pedal is greater than the grade force threshold.
That is, when the anti-creep function is activated, the anti-creep function is controlled to be in the off state if the vehicle satisfies any one of the above-described exit conditions.
After an accelerator pedal of the vehicle is stepped, the power domain controller responds and sends a corresponding torque command to the driving motor, in the process, an acceleration torque value indicated by the torque command does not change suddenly and is gradually increased, and when the acceleration torque value is increased to be larger than a gradient force threshold value, the vehicle can be determined to meet the exit condition.
For example, the gradient force threshold T0 may be determined according to the following equation:
Figure BDA0002790019920000171
wherein k is a reserve coefficient, m is the service mass of the vehicle, g is the gravitational acceleration, r is the wheel radius of the vehicle, s is the gradient value of the gradient where the vehicle is located, and i is the transmission ratio of the transmission system of the vehicle.
Optionally, on the basis of the steps shown in fig. 3, the method provided by the present disclosure may further include the following steps:
if an accelerator pedal of the vehicle is stepped on, stopping sending a master cylinder pressure maintaining instruction to the chassis domain controller;
acquiring an actual acceleration torque value in an acceleration process triggered by an accelerator pedal;
determining a second target pressure value according to the actual acceleration torque value;
and controlling the master cylinder pressure of the chassis controller to be at a second target pressure value until the actual acceleration torque value is larger than the gradient force threshold value.
As described above, the acceleration torque value indicated by the torque command is gradually increased during the process that the power domain controller responds to send a corresponding torque command to the driving motor after the accelerator pedal of the vehicle is depressed. During this gradual increase (i.e., before the actual acceleration torque value increases to be greater than the gradient force threshold value to switch the anti-creep function to the off state), the power domain controller may stop sending the master cylinder pressure holding command to the chassis domain controller and gradually decrease the master cylinder pressure value, i.e., determine the second target pressure value in real time using the actual acceleration torque value during this process, and use it to control the master cylinder pressure.
For example, the second target pressure value P2 may be determined according to the following formula:
Figure BDA0002790019920000181
the unit P2 is bar, k is a reserve coefficient, m is the prepared mass of the vehicle, g is gravity acceleration, r is the radius of wheels of the vehicle, s is the gradient value of the gradient where the vehicle is located, T1 is an actual acceleration torque value, i is the transmission ratio of a transmission system of the vehicle, a is a first preset coefficient, af is the equivalent area of a front brake of the vehicle, ar is the equivalent area of a rear brake of the vehicle, and Cr is a master cylinder pressure distribution coefficient.
Therefore, when the vehicle starts to release the automatic parking (the brake pedal is stepped on), the braking force is gradually reduced, the phenomena of vehicle flushing, brake millstone and the like can be prevented, and the driving experience of a driver is improved.
Fig. 4 is a block diagram of a vehicle control apparatus provided according to an embodiment of the present disclosure. As shown in fig. 4, the apparatus 40 includes:
a first determination module 41, configured to determine whether there is a risk of vehicle slipping when the anti-slip function is in a standby state;
a first control module 42, configured to control the anti-roll function to be in an activated state if it is determined that the vehicle is in a risk of rolling away;
and a second control module 43, configured to, when the hill drop prevention function is in the activated state, perform torque control on a driving motor of the vehicle so that a rotation speed of the driving motor is at a target rotation speed, and send a master cylinder pressure control instruction to a chassis domain controller so as to control a master cylinder pressure of the chassis domain controller to be at a first target pressure value.
Optionally, the apparatus 40 further comprises:
the second determining module is used for determining whether the vehicle is in a slope starting working condition or not when the anti-slope-slipping function is in a closing state;
and the third control module is used for controlling the slope slipping prevention function to be in the standby state if the vehicle is determined to be in the slope starting working condition.
Optionally, the second determining module includes:
the acquisition submodule is used for acquiring gear information of the vehicle, state information of a parking brake and gradient information acquired by a gradient sensor when the anti-slope-slipping function is in an off state;
the first determining submodule is used for determining that the vehicle is in the hill start working condition if the gear information of the vehicle indicates that the vehicle is in a preset gear and the state information indicates that the parking brake is in a release state and the gradient value indicated by the gradient information is larger than a first gradient threshold value, wherein the preset gear is a forward gear or a reverse gear.
Optionally, the first determining module 41 is configured to determine that the vehicle is at risk of rolling when the anti-rolling function is in a standby state, if the vehicle satisfies any one of the following conditions:
the vehicle is in a forward uphill state, and a driving motor of the vehicle reversely rotates;
the vehicle is in a forward and upward slope state, and the speed direction of the vehicle is a direction pointing to the backward direction of the vehicle;
the vehicle is in a reverse uphill state, and a driving motor of the vehicle rotates forwards;
the vehicle is in a reverse uphill state, and the speed direction of the vehicle points to the forward direction of the vehicle;
the gradient value of the gradient where the vehicle is located is larger than a second gradient threshold value, the vehicle is in a preset gear, and a driving motor of the vehicle is in a power generation state, wherein the preset gear is a forward gear or a reverse gear.
Optionally, the second control module 43 includes:
the acquisition submodule is used for acquiring the actual rotating speed of the driving motor;
the second determining submodule is used for determining a first torque value according to the gradient value of the gradient of the vehicle;
the third determining submodule is used for determining a second torque value through a PID algorithm according to the difference between the actual rotating speed and the target rotating speed;
and the control submodule is used for determining a target torque value according to the first torque value and the second torque value and carrying out torque control on the driving motor according to the target torque value.
Optionally, the control sub-module is configured to:
if the actual rotating speed of the driving motor exceeds a rotating speed threshold, determining a torque upper limit value according to the actual rotating speed;
and performing torque control on the driving motor by using the smaller of the target torque value and the torque upper limit value.
Optionally, the first target pressure value P1 is determined according to the following formula:
Figure BDA0002790019920000201
the method comprises the following steps of obtaining a storage coefficient, a gravity acceleration coefficient, a first preset coefficient, af, ar and Cr, wherein k is a reserve coefficient, m is the prepared mass of the vehicle, g is the gravity acceleration, s is the gradient value of the gradient where the vehicle is located, a is a first preset coefficient, af is the equivalent area of a front brake of the vehicle, ar is the equivalent area of a rear brake of the vehicle, and Cr is a master cylinder pressure distribution coefficient.
Optionally, the apparatus 40 further comprises:
the first acquisition module is used for acquiring the actual pressure value of the master cylinder;
the fourth control module is used for stopping torque control on a driving motor of the vehicle if the actual pressure value reaches the first target pressure value;
and the instruction sending module is used for sending a master cylinder pressure maintaining instruction to the chassis domain controller so as to maintain the master cylinder pressure of the chassis domain controller at the first target pressure value.
Optionally, the apparatus 40 further comprises:
the third determination module is used for determining whether the vehicle meets an exit condition or not when the anti-slope-slipping function is in an activated state;
the fifth control module is used for controlling the slope slipping prevention function to be in a closed state if the fact that the vehicle meets the quit condition is determined;
wherein the exit condition comprises any one of:
the vehicle is in park or neutral;
the parking brake of the vehicle is in a clamped state;
an accelerator pedal of the vehicle is depressed and an acceleration torque value during acceleration triggered by the accelerator pedal is greater than a grade force threshold.
Optionally, the apparatus 40 further comprises:
the sixth control module is used for stopping sending the master cylinder pressure maintaining instruction to the chassis area controller if an accelerator pedal of the vehicle is stepped on;
the acquisition module is used for acquiring an actual acceleration torque value in an acceleration process triggered by the accelerator pedal;
the fourth determination module is used for determining a second target pressure value according to the actual acceleration torque value;
and the seventh control module is used for controlling the master cylinder pressure of the chassis controller to be at the second target pressure value until the actual acceleration torque value is larger than the gradient force threshold value.
Optionally, the second target pressure value P2 is determined according to the following formula:
Figure BDA0002790019920000211
the method comprises the following steps of obtaining a storage coefficient, a real acceleration torque value, a real brake equivalent area and a master cylinder pressure distribution coefficient, wherein k is a storage coefficient, m is the prepared mass of the vehicle, g is the gravity acceleration, r is the wheel radius of the vehicle, s is the gradient value of the gradient where the vehicle is located, T1 is the actual acceleration torque value, i is the transmission ratio of a transmission system of the vehicle, a is a first preset coefficient, af is the front brake equivalent area of the vehicle, ar is the rear brake equivalent area of the vehicle, and Cr is the master cylinder pressure distribution coefficient.
Optionally, the gradient force threshold T0 is determined according to the following formula:
Figure BDA0002790019920000212
wherein k is a reserve coefficient, m is a service mass of the vehicle, g is a gravitational acceleration, r is a wheel radius of the vehicle, s is a gradient value of a gradient in which the vehicle is located, and i is a transmission ratio of a transmission system of the vehicle.
With regard to the apparatus in the above-described embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment related to the method, and will not be elaborated here.
The present disclosure also provides a vehicle comprising:
a power domain controller for executing a vehicle control method provided by any of the embodiments of the present disclosure;
a chassis domain controller to communicate with the power domain controller to control a master cylinder pressure of the chassis domain controller.
Fig. 5 is a block diagram of an electronic device 700 shown in accordance with an example embodiment. As shown in fig. 5, the electronic device 700 may include: a processor 701 and a memory 702. The electronic device 700 may also include one or more of a multimedia component 703, an input/output (I/O) interface 704, and a communication component 705.
The processor 701 is configured to control the overall operation of the electronic device 700, so as to complete all or part of the steps in the vehicle control method. The memory 702 is used to store various types of data to support operations at the electronic device 700, such as instructions for any application or method operating on the electronic device 700 and application-related data. The Memory 702 may be implemented by any type of volatile or non-volatile Memory device or combination thereof, such as Static Random Access Memory (SRAM), electrically Erasable Programmable Read-Only Memory (EEPROM), erasable Programmable Read-Only Memory (EPROM), programmable Read-Only Memory (PROM), read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk, or optical disk. The multimedia components 703 may include screen and audio components. Wherein the screen may be, for example, a touch screen and the audio component is used for outputting and/or inputting audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may further be stored in the memory 702 or transmitted through the communication component 705. The audio assembly also includes at least one speaker for outputting audio signals. The I/O interface 704 provides an interface between the processor 701 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wireless Communication, such as Wi-Fi, bluetooth, near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, or combinations thereof, which is not limited herein. The corresponding communication component 705 may thus comprise: wi-Fi module, bluetooth module, NFC module, etc.
In an exemplary embodiment, the electronic Device 700 may be implemented by one or more Application Specific Integrated Circuits (ASICs), digital Signal Processors (DSPs), digital Signal Processing Devices (DSPDs), programmable Logic Devices (PLDs), field Programmable Gate Arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components for performing the vehicle control methods described above.
In another exemplary embodiment, a computer readable storage medium comprising program instructions which, when executed by a processor, implement the steps of the vehicle control method described above is also provided. For example, the computer readable storage medium may be the above-described memory 702 including program instructions executable by the processor 701 of the electronic device 700 to perform the above-described vehicle control method.
The preferred embodiments of the present disclosure are described in detail above with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details in the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, various possible combinations will not be separately described in this disclosure.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (14)

1. A vehicle control method, characterized by comprising:
when the anti-slope-sliding function is in a standby state, determining whether the vehicle has slope sliding risk or not;
if the vehicle is determined to have the risk of sliding down the slope, controlling the anti-sliding function to be in an activated state;
under the condition that the anti-slope-slipping function is in the activated state, torque control is carried out on a driving motor of the vehicle, so that the rotating speed of the driving motor is in a target rotating speed, and meanwhile, a master cylinder pressure control instruction is sent to a chassis domain controller, so that the master cylinder pressure of the chassis domain controller is controlled to be in a first target pressure value;
the torque control of the driving motor of the vehicle to make the rotation speed of the driving motor at a target rotation speed includes:
collecting the actual rotating speed of the driving motor;
determining a first torque value according to a gradient value of the gradient of the vehicle;
determining a second torque value through a PID algorithm according to the difference between the actual rotating speed and the target rotating speed;
determining the sum of the first torque value and the second torque value as a target torque value, and performing torque control on the driving motor according to the target torque value;
the torque control of the driving motor according to the target torque value includes:
if the actual rotating speed of the driving motor exceeds a rotating speed threshold value, determining a torque upper limit value according to the actual rotating speed;
and performing torque control on the driving motor by using the smaller of the target torque value and the torque upper limit value.
2. The method of claim 1, further comprising:
when the anti-slope-sliding function is in a closed state, determining whether the vehicle is in a slope starting working condition;
and if the vehicle is determined to be in the slope starting working condition, controlling the slope slipping prevention function to be in the standby state.
3. The method of claim 2, wherein determining whether the vehicle is in a hill start condition while the anti-creep function is in an off state comprises:
when the anti-slope-slipping function is in a closed state, acquiring gear information of the vehicle, state information of a parking brake and gradient information acquired by a gradient sensor;
and if the gear information of the vehicle indicates that the vehicle is in a preset gear, the state information indicates that the parking brake is in a release state, and the gradient value indicated by the gradient information is greater than a first gradient threshold value, determining that the vehicle is in a hill start working condition, wherein the preset gear is a forward gear or a reverse gear.
4. The method of claim 1, wherein determining whether the vehicle is at risk of rolling while the anti-roll function is inactive comprises:
when the anti-slope-slipping function is in a standby state, determining that the vehicle has a slope slipping risk if the vehicle meets any one of the following conditions:
the vehicle is in a forward uphill state, and a driving motor of the vehicle reversely rotates;
the vehicle is in a forward and upward slope state, and the speed direction of the vehicle is a direction pointing to the backward direction of the vehicle;
the vehicle is in a reverse uphill state, and a driving motor of the vehicle rotates forwards;
the vehicle is in a reverse uphill state, and the speed direction of the vehicle points to the forward direction of the vehicle;
the gradient value of the gradient where the vehicle is located is larger than a second gradient threshold value, the vehicle is in a preset gear, and a driving motor of the vehicle is in a power generation state, wherein the preset gear is a forward gear or a reverse gear.
5. The method according to claim 1, characterized in that said first target pressure value P1 is determined according to the following formula:
Figure FDA0003900828490000031
the method comprises the following steps of obtaining a storage coefficient, a gravity acceleration coefficient, a first preset coefficient, af, ar and Cr, wherein k is a reserve coefficient, m is the prepared mass of the vehicle, g is the gravity acceleration, s is the gradient value of the gradient where the vehicle is located, a is a first preset coefficient, af is the equivalent area of a front brake of the vehicle, ar is the equivalent area of a rear brake of the vehicle, and Cr is a master cylinder pressure distribution coefficient.
6. The method of claim 1, further comprising:
acquiring an actual pressure value of the master cylinder;
if the actual pressure value reaches the first target pressure value, stopping torque control on a driving motor of the vehicle;
sending a master cylinder pressure maintaining instruction to the chassis domain controller so as to maintain the master cylinder pressure of the chassis domain controller at the first target pressure value.
7. The method of claim 6, further comprising:
determining whether the vehicle meets an exit condition while the anti-roll function is in an activated state;
if the vehicle is determined to meet the exit condition, controlling the anti-slope-sliding function to be in a closed state;
wherein the exit condition comprises any one of:
the vehicle is in park or neutral;
the parking brake of the vehicle is in a clamped state;
the vehicle is characterized in that an accelerator pedal of the vehicle is pressed down, and an acceleration torque value in an acceleration process triggered by the accelerator pedal is larger than a gradient force threshold value.
8. The method of claim 6, further comprising:
if the accelerator pedal of the vehicle is stepped on, stopping sending the master cylinder pressure maintaining instruction to the chassis area controller;
acquiring an actual acceleration torque value in an acceleration process triggered by the accelerator pedal;
determining a second target pressure value according to the actual acceleration torque value;
and controlling the pressure of a master cylinder of the chassis domain controller to be at the second target pressure value until the actual acceleration torque value is larger than the gradient force threshold value.
9. The method of claim 8, wherein said second target pressure value P2 is determined according to the following formula:
Figure FDA0003900828490000041
the method comprises the following steps of obtaining a storage coefficient, a real acceleration torque value, a real brake equivalent area and a master cylinder pressure distribution coefficient, wherein k is a storage coefficient, m is the prepared mass of the vehicle, g is the gravity acceleration, r is the wheel radius of the vehicle, s is the gradient value of the gradient where the vehicle is located, T1 is the actual acceleration torque value, i is the transmission ratio of a transmission system of the vehicle, a is a first preset coefficient, af is the front brake equivalent area of the vehicle, ar is the rear brake equivalent area of the vehicle, and Cr is the master cylinder pressure distribution coefficient.
10. The method according to claim 7 or 8, characterized in that the gradient force threshold T0 is determined according to the following formula:
Figure FDA0003900828490000042
wherein k is a reserve coefficient, m is a service mass of the vehicle, g is a gravitational acceleration, r is a wheel radius of the vehicle, s is a gradient value of a gradient in which the vehicle is located, and i is a transmission ratio of a transmission system of the vehicle.
11. A vehicle control apparatus, characterized by comprising:
the first determining module is used for determining whether the vehicle has a slope slipping risk or not when the slope slipping prevention function is in a standby state;
the first control module is used for controlling the anti-landslide function to be in an activated state if the vehicle is determined to have landslide risk;
the second control module is used for carrying out torque control on a driving motor of the vehicle under the condition that the slope slipping prevention function is in the activated state, so that the rotating speed of the driving motor is in a target rotating speed, and meanwhile, sending a master cylinder pressure control instruction to a chassis domain controller to control the master cylinder pressure of the chassis domain controller to be in a first target pressure value;
the second control module includes:
the acquisition submodule is used for acquiring the actual rotating speed of the driving motor;
the second determining submodule is used for determining a first torque value according to the gradient value of the gradient of the vehicle;
the third determining submodule is used for determining a second torque value through a PID algorithm according to the difference between the actual rotating speed and the target rotating speed;
the control submodule is used for determining the sum of the first torque value and the second torque value as a target torque value and carrying out torque control on the driving motor according to the target torque value;
the control sub-module is configured to:
if the actual rotating speed of the driving motor exceeds a rotating speed threshold, determining a torque upper limit value according to the actual rotating speed; and performing torque control on the driving motor by using the smaller of the target torque value and the torque upper limit value.
12. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 10.
13. An electronic device, comprising:
a memory having a computer program stored thereon;
a processor for executing the computer program in the memory to carry out the steps of the method of any one of claims 1 to 10.
14. A vehicle, characterized by comprising:
a power domain controller for performing the method of any one of claims 1-10;
a chassis domain controller to communicate with the power domain controller to control a master cylinder pressure of the chassis domain controller.
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