CN112776808A

CN112776808A - Automobile starting antiskid control method, device, equipment and storage medium

Info

Publication number: CN112776808A
Application number: CN202110020708.3A
Authority: CN
Inventors: 罗永官; 潘文军; 黄真; 何育敏; 秦方艳; 李占凡; 周文雄; 庞冬生
Original assignee: Dongfeng Liuzhou Motor Co Ltd
Current assignee: Dongfeng Liuzhou Motor Co Ltd
Priority date: 2021-01-07
Filing date: 2021-01-07
Publication date: 2021-05-11
Anticipated expiration: 2041-01-07
Also published as: CN112776808B

Abstract

The invention belongs to the technical field of automobile safety, and discloses an automobile starting anti-skid control method, an automobile starting anti-skid control device, automobile starting anti-skid control equipment and an automobile starting anti-skid storage medium, wherein the method comprises the steps of obtaining current state information of an automobile, and obtaining current gradient curve information when the current state information meets a preset anti-skid starting condition; determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm; acquiring current road environment information, and determining a corresponding accelerator relation table according to the current road environment information; and optimizing the limit value of the target accelerator curve information according to the accelerator relation table, and controlling the torque of the vehicle according to the optimized limit value so as to realize the smooth starting of the ramp. According to the invention, the target accelerator curve information of the driver is determined according to the current gradient curve information obtained according to the actual ramp working condition before the vehicle starts, and the target accelerator curve information is optimized according to the current road environment information, so that the ramp stable starting is realized, the vehicle slipping working condition is effectively avoided, and the method is suitable for various ramp starting working conditions.

Description

Automobile starting antiskid control method, device, equipment and storage medium

Technical Field

The invention relates to the technical field of automobile safety, in particular to an automobile starting antiskid control method, device, equipment and storage medium.

Background

At present, the vehicle control unit that market is current is under the hill starting operating mode, generally is: controlling the torque output of the motor according to the stepping depth of an accelerator pedal of a driver to respond to the torque demand of the driver; if the output torque is too large, the driving wheel can slip, and no protection and avoidance measures are taken; although the electronic stability control system of the automobile also has a protection measure for wheel slip, the protection measure is simple, for example, the torque of the motor is directly reduced to be very low or even zero, and the dynamic performance and the driving requirement of the automobile cannot be met. When the electric automobile runs to a ramp and needs to be parked, the electronic parking system collects sensor signals, judges the gradient of the ramp, and controls the parking system to hold wheels tightly according to instructions so that the automobile is parked on the ramp; when the vehicle is started again, namely hill starting is carried out, a driver steps on an accelerator, and when the driving torque exceeds a calibration threshold value, the electronic parking system automatically releases the parking system, so that the vehicle is started to run under the action of the driving force of the motor. In the process, if the ramp is steep and the accelerator of a driver is stepped on deeply, the driving torque calculated by the control algorithm of the conventional vehicle controller is large; after the parking system is loosened, the resistance is changed from static friction into dynamic friction at the moment of wheel rotation, and the resistance is suddenly reduced, so that the relative driving torque is too large, the wheel is slipped, and even the direction is unstable, the vehicle sideslips and other dangers.

The existing vehicle control technology has the problems that when hill starting is carried out, a slip control mechanism has a hysteresis phenomenon, and control is not timely when slip occurs, and the application scenes of the existing vehicle slip control technology are not rich enough.

The above is only for the purpose of assisting understanding of the technical aspects of the present invention, and does not represent an admission that the above is prior art.

Disclosure of Invention

The invention mainly aims to provide an automobile starting antiskid control method, an automobile starting antiskid control device, automobile starting antiskid control equipment and a storage medium, and aims to solve the technical problems that an existing automobile skid control mechanism has a hysteresis phenomenon and application scenes are not rich enough when hill starting is carried out.

In order to achieve the aim, the invention provides an automobile starting anti-skid control method, which comprises the following steps:

acquiring current state information of a vehicle, and judging whether a preset anti-skid starting condition is met or not according to the current state information;

when the current state information meets the preset anti-skid starting condition, acquiring current gradient curve information;

determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm;

acquiring current road environment information, and determining a corresponding throttle relation table according to the current road environment information;

and optimizing the limit value of the target accelerator curve information according to the accelerator relation table, and controlling the torque of the vehicle according to the optimized limit value so as to realize the smooth starting of the ramp.

Optionally, the step of obtaining current state information of the vehicle and determining whether a preset anti-skid starting condition is met according to the current state information includes:

acquiring current state information of a vehicle, and determining on-off relay state information, current gradient information and current speed information according to the current state information;

and judging whether a preset anti-skid starting condition is met or not according to the on-off relay state information, the current gradient information and the current vehicle speed information.

Optionally, the step of determining target throttle curve information according to the current gradient curve information by using a preset throttle algorithm includes:

determining a hill holding torque and a slip critical torque according to the current gradient curve information;

and determining target throttle curve information according to the ramp maintaining torque and the slip critical torque through a preset throttle algorithm.

Optionally, before the step of determining the target throttle curve information according to the current gradient curve information by using a preset throttle algorithm, the method further includes:

acquiring driver intention information, and judging whether the driver intention information meets corresponding preset conditions or not;

when the driver intention information meets corresponding preset conditions, obtaining braking pressure maintaining state information and accelerator depth information;

and when the braking pressure maintaining state information and the accelerator depth information meet the preset threshold value condition, executing the step of determining target accelerator curve information according to the current gradient curve information through a preset accelerator algorithm.

Optionally, before the step of obtaining the current road environment information and determining the corresponding throttle relationship table according to the current road environment information, the method further includes:

acquiring state information of a driving camera and state information of a driving radar;

and when the state information of the driving camera and the state information of the driving radar are preset state information, executing the steps of acquiring the current road environment information and determining a corresponding accelerator relation table according to the current road environment information.

Optionally, the step of obtaining the current road environment information and determining a corresponding throttle relationship table according to the current road environment information includes:

acquiring current road environment information;

when the current road environment information accords with a first barrier state, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as a throttle relation table;

and when the current road environment information accords with the state of a second obstacle, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as a throttle relation table.

Optionally, the step of optimizing the limit value of the target throttle curve information according to the throttle relationship table, and controlling the torque of the vehicle according to the optimized limit value to realize hill-hold starting includes:

acquiring the type information of an accelerator relation table, and determining a corresponding accelerator relation table according to the type information of the accelerator relation table;

and acquiring an accelerator depth curve, optimizing the limit value of the target accelerator curve information according to the accelerator relation table and the accelerator depth curve, and controlling the torque of the vehicle according to the optimized limit value so as to realize the stable starting of the ramp.

In order to achieve the above object, the present invention further provides an automobile starting anti-skid control device, including:

the judging module is used for acquiring the current state information of the vehicle and judging whether a preset anti-skid starting condition is met or not according to the current state information;

the acquisition module is used for acquiring current gradient curve information when the current state information meets the preset anti-skid starting condition;

the determining module is used for determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm;

the determining module is further used for acquiring current road environment information and determining a corresponding throttle relation table according to the current road environment information;

and the control module is used for optimizing the limit value of the target accelerator curve information according to the accelerator relation table and controlling the torque of the vehicle according to the optimized limit value so as to realize the stable starting on the ramp.

In addition, in order to achieve the above object, the present invention also provides an automobile starting antiskid control apparatus, including: the anti-skid control system comprises a memory, a processor and an automobile starting anti-skid control program which is stored on the memory and can run on the processor, wherein the automobile starting anti-skid control program is configured to realize the steps of the automobile starting anti-skid control method.

In addition, in order to achieve the above object, the present invention further provides a storage medium, in which an automobile starting antiskid control program is stored, and the automobile starting antiskid control program, when executed by a processor, implements the steps of the automobile starting antiskid control method as described above

According to the method, the current state information of the vehicle is acquired, and whether a preset anti-skid starting condition is met or not is judged according to the current state information; when the current state information meets the preset anti-skid starting condition, acquiring current gradient curve information; determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm; acquiring current road environment information, and determining a corresponding throttle relation table according to the current road environment information; and optimizing the limit value of the target accelerator curve information according to the accelerator relation table, and controlling the torque of the vehicle according to the optimized limit value so as to realize the smooth starting of the ramp. According to the invention, the target accelerator curve information of the driver is determined according to the current gradient curve information obtained according to the actual ramp working condition before the vehicle starts, and the target accelerator curve information of the driver is optimized according to the current road environment information, so that the ramp stable starting is realized, the slip working condition of the vehicle is effectively avoided, the vehicle climbing safety and the climbing self-reliability of the driver are improved, the vehicle slip control mechanism is suitable for various types of ramp starting working conditions, and the technical problems that the existing vehicle slip control mechanism has a hysteresis phenomenon and the application scene is not rich enough when the ramp starts are solved.

Drawings

FIG. 1 is a schematic structural diagram of an automobile starting antiskid control device in a hardware operating environment according to an embodiment of the present invention;

FIG. 2 is a schematic flow chart of a first embodiment of the anti-skid control method for starting a vehicle according to the present invention;

FIG. 3 is a schematic diagram of an algorithm of an anti-skid torque calculation module of the ECU in accordance with an embodiment of the present invention;

FIG. 4 is a flowchart illustrating a second embodiment of an anti-skid control method for starting a vehicle according to the present invention;

FIG. 5 is a schematic flow chart of a third embodiment of the anti-skid control method for starting a vehicle according to the present invention;

fig. 6 is a block diagram of the first embodiment of the anti-skid control device for starting of the automobile.

The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.

Detailed Description

It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

Referring to fig. 1, fig. 1 is a schematic structural diagram of an automobile starting anti-skid control device in a hardware operating environment according to an embodiment of the present invention.

As shown in fig. 1, the vehicle starting antiskid control apparatus may include: a processor 1001, such as a Central Processing Unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Wherein a communication bus 1002 is used to enable connective communication between these components. The user interface 1003 may include a Display screen (Display), an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a WIreless interface (e.g., a WIreless-FIdelity (WI-FI) interface). The Memory 1005 may be a Random Access Memory (RAM) Memory, or may be a Non-Volatile Memory (NVM), such as a disk Memory. The memory 1005 may alternatively be a storage device separate from the processor 1001.

Those skilled in the art will appreciate that the configuration shown in fig. 1 does not constitute a limitation of the vehicle launch antiskid control apparatus and may include more or fewer components than shown, or some components in combination, or a different arrangement of components.

As shown in fig. 1, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and a vehicle start antiskid control program.

In the automobile starting antiskid control device shown in fig. 1, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 of the automobile starting anti-skid control device can be arranged in the automobile starting anti-skid control device, and the automobile starting anti-skid control device calls the automobile starting anti-skid control program stored in the memory 1005 through the processor 1001 and executes the automobile starting anti-skid control method provided by the embodiment of the invention.

The embodiment of the invention provides an automobile starting anti-skid control method, and referring to fig. 2, fig. 2 is a schematic flow diagram of a first embodiment of the automobile starting anti-skid control method.

In this embodiment, the automobile starting anti-skid control method includes the following steps:

step S10: the method comprises the steps of obtaining current state information of a vehicle, and judging whether preset anti-skid starting conditions are met or not according to the current state information.

It should be noted that the execution main body of the embodiment is the vehicle start anti-skid control device, and the vehicle start anti-skid control device may be a device such as a personal computer or an in-vehicle server, which is not limited in this embodiment. For convenience of description, in the present embodiment, the vehicle start antiskid Control device is described as an Electronic Control Unit (ECU), and the ECU is also called a "driving computer", an "on-board computer", and the like. Wherein the ECU may include an anti-skid torque calculation module. When judging whether the preset anti-skid starting condition is met according to the current state information, the method can adopt various current state information for judgment, and the following description takes three information of starting and stopping relay state information, current gradient information and current vehicle speed information as an example, and certainly, the method can also be realized by combining at least two information. In addition, the current state information may also be other vehicle state information that is needed according to actual situations, which is not limited in this embodiment. For example, current state information of a vehicle is obtained, and on-off relay state information, current gradient information and current speed information are determined according to the current state information; and judging whether a preset anti-skid starting condition is met or not according to the on-off relay state information, the current gradient information and the current vehicle speed information.

It is easy to understand that when the on-off relay state information is the on-state information, a slope triggering condition is obtained, and whether the current slope information meets the slope triggering condition is judged; when the current gradient information meets the gradient trigger condition, acquiring a vehicle speed trigger condition, and judging whether the current vehicle speed information meets the vehicle speed trigger condition; and when the current vehicle speed information meets the vehicle speed triggering condition, determining that the current state information meets a preset anti-skid starting condition.

Specifically, referring to fig. 3, fig. 3 is a schematic algorithm diagram of an anti-skid torque calculation module of the ECU according to an embodiment of the present invention; the anti-skid torque calculation module determines the on-off relay state information, namely firstly, whether the on-off relay is on or off and the on-off relay is normal in operation is checked, and if the on-off relay is off or the on-off relay is abnormal in operation, the anti-skid torque calculation module switches an on-off algorithm to be off and quits the anti-skid torque calculation; if the on-off state of the on-off relay is closed and the operation is normal, the related functions of the on-off algorithm can be executed. Wherein, the opening and closing algorithm can comprise: the anti-skid torque calculation module calls 'gradient curve' trigger condition information to obtain a gradient trigger condition, and judges whether the current ramp working condition of the vehicle, namely the current gradient information meets the gradient trigger condition, wherein the gradient trigger condition can be a ramp working condition with small adhesive force and the like, and the embodiment is not limited to the above; the antiskid torque calculation module calls 'road property' triggering condition information to obtain a road property triggering condition, and judges whether the current road property meets the road property triggering condition, namely judges whether the current road property is in a recognizable state; the anti-skid torque calculation module calls 'vehicle speed curve' triggering condition information to obtain a vehicle speed triggering condition, and judges whether the current vehicle speed information meets the vehicle speed triggering condition, namely whether the current vehicle speed per hour meets a vehicle speed triggering threshold value, such as 10 km/h.

When the current state information of the vehicle meets the gradient triggering condition, the road property triggering condition and the vehicle speed triggering condition, the current state information is determined to meet a preset anti-skid starting condition, and the starting and stopping state of the anti-skid torque calculation module is switched to be started. When the current state information of the vehicle does not meet at least one of the gradient triggering condition, the road property triggering condition and the vehicle speed triggering condition, the current state information is determined not to meet the preset anti-skid starting condition, the anti-skid torque calculation module calls starting and stopping monitoring information, the starting and stopping monitoring information is information for monitoring the state of the anti-skid torque calculation module, and the anti-skid torque calculation module can maintain the original starting and stopping state of the anti-skid torque calculation module according to the starting and stopping monitoring information. When the start-stop monitoring information is open, the original start-stop state of the anti-skid torque calculation module is determined to be open, the anti-skid torque calculation module calls 'vehicle speed curve' exit condition information to obtain a preset vehicle speed exit condition, whether the current vehicle speed during traveling meets a vehicle speed exit threshold value of the preset vehicle speed exit condition, such as 40km/h, and whether the current vehicle speed during traveling meets the vehicle speed exit threshold value, such as 40km/h, is judged according to the preset vehicle speed exit condition, and the anti-skid torque calculation module exits the anti-skid torque calculation.

Step S20: and when the current state information meets the preset anti-skid starting condition, acquiring current gradient curve information.

It is easy to understand that when the current state information meets the preset anti-skid starting condition, the current state information of the vehicle can be considered to simultaneously meet the three conditions of the gradient triggering condition, the road property triggering condition and the vehicle speed triggering condition, at this moment, the starting and stopping state of the anti-skid torque calculation module is switched to starting, and the anti-skid torque calculation needs to be executed. The ECU may also include a ramp torque calculation module. The ramp torque calculation module obtains current grade curve information. For example, the ramp torque calculation module builds a grade curve and a ramp maintenance torque curve according to the current grade curve information within a preset time.

Specifically, the ECU may retrieve On-Off state information OrdSts21 of the anti-skid torque calculation module, where the On-Off state information OrdSts21 is On to indicate that the anti-skid torque calculation module is On, and the On-Off state information OrdSts21 is Off to indicate that the anti-skid torque calculation module is Off. When the anti-skid torque calculation module is determined to be started according to the starting and stopping state information, torque verification information is obtained, and whether the torque verification information meets preset verification conditions or not is judged; and when the torque verification information meets the preset verification condition, acquiring the current gradient curve information. Specifically, the torque verification state information may be TqCheck _ Act22, and the ECU may retrieve torque verification state information TqCheck _ Act22 in the ramp torque calculation module, where the torque verification state information is Pass indicating that the verification is passed, that is, the torque verification information meets the preset verification condition, and the torque verification state information is Failure indicating that the verification is failed, that is, the torque verification information does not meet the preset verification condition.

Step S30: and determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm.

It should be appreciated that one way to determine the target throttle curve information may be: determining a hill holding torque and a slip critical torque according to the current gradient curve information; and determining target throttle curve information according to the ramp maintaining torque and the slip critical torque through a preset throttle algorithm. Specifically, current gradient curve information is obtained, and a ramp maintaining torque and a slip critical torque are determined according to the current gradient curve information; determining an output throttle threshold value according to the ramp maintaining torque and the slip critical torque through a preset throttle algorithm; acquiring a current gradient starting torque, and determining an output hill-starting accelerator curve according to the hill holding torque and the current gradient starting torque through the preset accelerator algorithm; and determining target throttle curve information according to the output throttle threshold value and the output slope throttle curve.

Wherein the ECU may further include a ramp torque calculation module. The ramp torque calculation module obtains current grade curve information. For example, the ramp torque calculation module builds a grade curve and a ramp maintenance torque curve according to the current grade curve information within a preset time. The method comprises the steps that a ramp torque calculation module obtains ramp-up torque information in a rotating speed control model of a vehicle power domain controller, a ramp-up torque curve is built according to the ramp-up torque information within preset time, and the ramp-up torque curve is stored in a memory card preset module of an ECU; the ramp torque calculation module acquires actual adhesion curve information and front adhesion curve information in the road surface state model, builds an actual adhesion curve according to the actual adhesion curve information, builds a front adhesion curve according to the front adhesion curve information, and stores the front adhesion curve into the memory card presetting module. The current gradient profile information may include: a slope curve, a ramp maintenance torque curve, actual adhesion curve information, and front adhesion curve information.

Specifically, determining the hill-hold torque and the slip critical torque based on the current gradient profile information includes: determining a slip critical torque Tq1 through a traction algorithm according to the actual traction curve information and the front traction curve information; the hill hold torque Tq2 is determined by a hill torque algorithm based on the grade curve and the hill hold torque curve. Determining an output throttle threshold MAX according to the ramp maintaining torque Tq2 and the slip critical torque Tq1 through a preset throttle algorithm, wherein the Tq2+ Tq1 is MAX, and the output throttle threshold MAX is the maximum output throttle value; acquiring a current gradient starting torque Tq3, and determining an output gradient starting accelerator curve Slop according to the ramp maintaining torque Tq2 and the current gradient starting torque Tq3 through a preset accelerator algorithm, wherein Tq2+ Tq3 is Slop; and determining target throttle curve information according to the output throttle threshold MAX and the output slope throttle curve Slop. The target throttle curve information is recommended throttle curve information required by steady starting, and the target throttle curve information may include an output throttle threshold value MAX, an output hill-start throttle curve Slop, preset throttle algorithm state information and the like.

In order to intelligently determine the driver's hill start assist request, it is necessary to determine the driver's intention before determining the target accelerator curve information, for example: acquiring driver intention information, and judging whether the driver intention information meets corresponding preset conditions or not; when the driver intention information meets corresponding preset conditions, obtaining braking pressure maintaining state information and accelerator depth information; and when the braking pressure maintaining state information and the accelerator depth information meet the preset threshold value condition, executing the step of determining target accelerator curve information according to the current gradient curve information through a preset accelerator algorithm.

Step S40: acquiring current road environment information, and determining a corresponding throttle relation table according to the current road environment information.

It is easy to understand that, in order to improve the climbing safety of the vehicle, the current road environment information is considered comprehensively, and the target accelerator curve information is optimized according to the accelerator relation table determined by the current road environment information. Specifically, current road environment information is acquired; when the current road environment information accords with a first barrier state, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as a throttle relation table; and when the current road environment information accords with the state of a second obstacle, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as a throttle relation table.

Specifically, static road environment information and dynamic road environment information are determined according to current road environment information; and when the static road environment information is determined to have the static barrier and the dynamic road environment information is determined to have the dynamic barrier, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as a throttle relation table. When the static road environment information is determined to be free of static obstacles and the dynamic road environment information is determined to be free of dynamic obstacles, determining front road environment information according to the current road environment information; and when the front road environment information is determined to be that no front obstacle exists, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as a throttle relation table. When the front road environment information is determined to be the front obstacle, determining rear road environment information according to the current road environment information; and when the rear road environment information is determined to be that no rear barrier exists, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as a throttle relation table. And when the rear road environment information is determined to be the existence of a rear obstacle, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as a throttle relation table.

It should be noted that, in order to ensure the accuracy of the acquired current road environment information, it is necessary to determine whether the operation state of the relevant device that acquires the current road environment information is normal before acquiring the current road environment information. For example: acquiring state information of a driving camera and state information of a driving radar; and when the state information of the driving camera and the state information of the driving radar are preset state information, executing the steps of acquiring the current road environment information and determining a corresponding accelerator relation table according to the current road environment information.

Specifically, state information of a driving camera and state information of a driving radar are obtained; when the state information of the driving camera and the state information of the driving radar are preset state information, judging whether the road identification state is a preset identification state or not; when the road identification state is the preset identification state, outputting a closing signal of the on-off relay to the on-off relay; and when the on-off relay is closed, the steps of acquiring the current road environment information and determining static road environment information and dynamic road environment information according to the current road environment information are executed. Calling driving camera state information CameraSTs41, wherein the driving camera state information is True indicating that the driving camera is normal, and the driving camera state information is Fault indicating that the driving camera is abnormal; and calling running radar state information RadarSts42, wherein the running radar state information is True to indicate that the running radar is normal, and the running radar state information is Fault to indicate that the running radar is abnormal. And judging whether the road identification state is a preset identification state, namely judging whether the current road property is an identifiable state.

Step S50: and optimizing the limit value of the target accelerator curve information according to the accelerator relation table, and controlling the torque of the vehicle according to the optimized limit value so as to realize the smooth starting of the ramp.

It should be understood that the type information of the throttle relationship table is obtained, and the corresponding throttle relationship table is determined according to the type information of the throttle relationship table; and acquiring an accelerator depth curve, optimizing the limit value of the target accelerator curve information according to the accelerator relation table and the accelerator depth curve, and controlling the torque of the vehicle according to the optimized limit value so as to realize the stable starting of the ramp. The target throttle curve information may include an output throttle threshold value MAX, an output hill-start throttle curve Slop, preset throttle algorithm state information, and the like, and the input and output throttle threshold value MAX may be used to optimize an upper limit of a driver throttle curve in an upper limit throttle relationship table and an upper limit lower limit throttle relationship table; the output hill-start throttle curve Slop may be used to optimize the upper and lower limits of the driver's throttle curve in the upper and lower limit throttle relationship table.

Specifically, when the accelerator relation table is an upper limit accelerator relation table, acquiring accelerator depth information; sending a closing signal to an upper limit relation table valid bit corresponding to the upper limit throttle relation table; sending a disconnection signal to an effective bit of an upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table; and when the effective position of the upper limit relation table is closed and the effective position of the upper limit lower limit relation table is opened, optimizing the upper limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information.

Specifically, when the accelerator relation table is an upper limit and lower limit accelerator relation table, acquiring accelerator depth information; sending a disconnection signal to an upper limit relation table valid bit corresponding to the upper limit throttle relation table; sending a closing signal to an effective bit of an upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table; and when the effective position of the upper limit relation table is disconnected and the effective position of the upper limit relation table is closed, optimizing the upper limit value and the lower limit value of the target throttle curve information according to the upper limit throttle relation table and the throttle depth information.

Specifically, when the throttle relationship table is not the upper limit throttle relationship table and the upper limit lower limit throttle relationship table, a disconnection signal is sent to an effective bit of the upper limit relationship table corresponding to the upper limit throttle relationship table; sending a disconnection signal to an effective bit of an upper limit and lower limit relation table corresponding to the upper limit and lower limit throttle relation table; and generating an exit signal when the effective bit of the upper limit relation table is disconnected and the effective bit of the upper limit lower limit relation table is disconnected, and stopping executing the throttle optimization algorithm control according to the exit signal.

It should be noted that, state information of the on-off relay is acquired, and when the state information of the on-off relay is closed state information, whether an accelerator acceleration control instruction is received is judged; and when the accelerator acceleration control instruction is received, executing the step of acquiring the type information of the accelerator relation table and determining the accelerator relation table according to the type information of the accelerator relation table. The anti-skid torque calculation module calls opening and closing monitoring information, the opening and closing monitoring information is information for monitoring the state of the anti-skid torque calculation module, and the anti-skid torque calculation module can maintain the original opening and closing state of the anti-skid torque calculation module according to the opening and closing monitoring information. And when the opening and closing monitoring information is opening, determining that the opening and closing state of the anti-skid torque calculation module is opening, and performing accelerator optimization after receiving an accelerator acceleration control instruction.

According to the method, the current state information of the vehicle is acquired, and whether the preset anti-skid starting condition is met or not is judged according to the current state information; when the current state information meets the preset anti-skid starting condition, acquiring current gradient curve information; determining target throttle curve information according to the current gradient curve information through a preset throttle algorithm; acquiring current road environment information, and determining a corresponding throttle relation table according to the current road environment information; and optimizing the limit value of the target accelerator curve information according to the accelerator relation table, and controlling the torque of the vehicle according to the optimized limit value so as to realize the smooth starting of the ramp. In the embodiment, the target accelerator curve information of the driver is determined according to the current gradient curve information obtained according to the actual ramp working condition before the vehicle starts, the target accelerator curve information of the driver is optimized according to the current road environment information, the ramp stable starting is realized, the slip working condition of the vehicle is effectively avoided, the vehicle climbing safety and the climbing self-reliability of the driver are improved, the vehicle is adaptive to various types of ramp starting working conditions, and the technical problems that the existing vehicle slip control mechanism has a hysteresis phenomenon and is not rich in application scenes when the ramp starts are solved.

Referring to fig. 4, fig. 4 is a schematic flowchart of a second embodiment of an automobile starting anti-skid control method according to the present invention. Based on the first embodiment, in the step S30, the method for controlling starting and anti-skid of the vehicle in this embodiment includes:

step S301: and determining the hill hold torque and the slip critical torque according to the current gradient curve information.

It should be noted that the ECU may further include a hill torque calculation module. The ramp torque calculation module obtains current grade curve information. For example, the ramp torque calculation module builds a grade curve and a ramp maintenance torque curve according to the current grade curve information within a preset time. The method comprises the steps that a ramp torque calculation module obtains ramp-up torque information in a rotating speed control model of a vehicle power domain controller, a ramp-up torque curve is built according to the ramp-up torque information within preset time, and the ramp-up torque curve is stored in a memory card preset module of an ECU; the ramp torque calculation module acquires actual adhesion curve information and front adhesion curve information in the road surface state model, builds an actual adhesion curve according to the actual adhesion curve information, builds a front adhesion curve according to the front adhesion curve information, and stores the front adhesion curve into the memory card presetting module. The current gradient profile information may include: a slope curve, a ramp maintenance torque curve, actual adhesion curve information, and front adhesion curve information.

Specifically, determining the hill-hold torque and the slip critical torque based on the current gradient profile information includes: determining a slip critical torque Tq1 through a traction algorithm according to the actual traction curve information and the front traction curve information; the hill hold torque Tq2 is determined by a hill torque algorithm based on the grade curve and the hill hold torque curve.

It is easy to understand that before determining the hill-hold torque and the slip critical torque according to the current gradient curve information, the torque needs to be verified, and the verification process may be as follows: acquiring on-off relay state information, acquiring torque verification information when the on-off relay state information is closed state information, and judging whether the torque verification information meets a preset verification condition or not; and when the torque verification information meets a preset verification condition, executing the steps of obtaining the current gradient curve information and determining the ramp maintaining torque and the slip critical torque according to the current gradient curve information. And when the torque verification information does not accord with a preset verification condition, generating a preset accelerator algorithm abnormal signal, and stopping determining target accelerator curve information through a preset accelerator algorithm according to the preset accelerator algorithm abnormal signal.

Step S302: and determining target throttle curve information according to the ramp maintaining torque and the slip critical torque through a preset throttle algorithm.

It should be appreciated that one way to determine the target throttle curve information may be: determining an output throttle threshold value according to the ramp maintaining torque and the slip critical torque through a preset throttle algorithm; acquiring a current gradient starting torque, and determining an output hill-starting accelerator curve according to the hill holding torque and the current gradient starting torque through the preset accelerator algorithm; and determining target throttle curve information according to the output throttle threshold value and the output slope throttle curve.

Specifically, an output throttle threshold value MAX is determined according to the ramp maintaining torque Tq2 and the slip critical torque Tq1 through a preset throttle algorithm, wherein the Tq2+ Tq1 is MAX, and the output throttle threshold value MAX is the maximum output throttle value; acquiring a current gradient starting torque Tq3, and determining an output gradient starting accelerator curve Slop according to the ramp maintaining torque Tq2 and the current gradient starting torque Tq3 through a preset accelerator algorithm, wherein Tq2+ Tq3 is Slop; and determining target throttle curve information according to the output throttle threshold MAX and the output slope throttle curve Slop. The target throttle curve information is recommended throttle curve information required by steady starting, and the target throttle curve information may include an output throttle threshold value MAX, an output hill-start throttle curve Slop, preset throttle algorithm state information and the like.

The embodiment determines the hill-hold torque and the slip critical torque according to the current gradient curve information; and determining target throttle curve information according to the ramp maintaining torque and the slip critical torque through a preset throttle algorithm. In the embodiment, the target accelerator curve information of the driver is determined according to the current gradient curve information obtained according to the actual ramp working condition before the vehicle starts, the target accelerator curve information of the driver is optimized according to the current road environment information, the ramp stable starting is realized, the slip working condition of the vehicle is effectively avoided, the vehicle climbing safety and the climbing self-reliability of the driver are improved, the vehicle is adaptive to various types of ramp starting working conditions, and the technical problems that the existing vehicle slip control mechanism has a hysteresis phenomenon and is not rich in application scenes when the ramp starts are solved.

Referring to fig. 5, fig. 5 is a schematic flow chart of a third embodiment of an automobile starting anti-skid control method according to the present invention. Based on the first embodiment, in the step S40, the method for controlling starting and anti-skid of the vehicle in this embodiment includes:

s401: and acquiring current road environment information.

It should be noted that, in order to improve the climbing safety of the vehicle, the current road environment information is considered comprehensively, and the target accelerator curve information is optimized according to the accelerator relationship table determined by the current road environment information. Specifically, current road environment information is acquired; when the current road environment information accords with a first barrier state, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as a throttle relation table; and when the current road environment information accords with the state of a second obstacle, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as a throttle relation table.

S402: and when the current road environment information accords with the state of a first obstacle, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as a throttle relation table.

It is easy to understand that if the first barrier state is that the static road environment information is determined to exist a static barrier and the dynamic road environment information is determined to exist a dynamic barrier, the static road environment information and the dynamic road environment information are determined according to the current road environment information; and when the static road environment information is determined to have the static barrier and the dynamic road environment information is determined to have the dynamic barrier, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as a throttle relation table.

S403: and when the current road environment information accords with the state of a second obstacle, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as a throttle relation table.

It should be understood that, if the second obstacle state is that the static road environment information is determined to be free of static obstacles and the dynamic road environment information is determined to be free of dynamic obstacles, then when the static road environment information is determined to be free of static obstacles and the dynamic road environment information is determined to be free of dynamic obstacles, the front road environment information is determined according to the current road environment information; and when the front road environment information is determined to be that no front obstacle exists, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as a throttle relation table.

In addition, when the front road environment information is determined to be the existence of a front obstacle, determining rear road environment information according to the current road environment information; and when the rear road environment information is determined to be that no rear barrier exists, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as a throttle relation table. And when the rear road environment information is determined to be the existence of a rear obstacle, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as a throttle relation table.

The embodiment obtains the current road environment information; when the current road environment information accords with a first barrier state, acquiring an upper limit throttle relation table, and taking the upper limit throttle relation table as a throttle relation table; and when the current road environment information accords with the state of a second obstacle, acquiring an upper limit and lower limit throttle relation table, and taking the upper limit and lower limit throttle relation table as a throttle relation table. In the embodiment, the target accelerator curve information of the driver is determined according to the current gradient curve information obtained according to the actual ramp working condition before the vehicle starts, the target accelerator curve information of the driver is optimized according to the current road environment information, the ramp stable starting is realized, the slip working condition of the vehicle is effectively avoided, the vehicle climbing safety and the climbing self-reliability of the driver are improved, the vehicle is adaptive to various types of ramp starting working conditions, and the technical problems that the existing vehicle slip control mechanism has a hysteresis phenomenon and is not rich in application scenes when the ramp starts are solved.

In addition, an embodiment of the present invention further provides a storage medium, where an automobile starting antiskid control program is stored on the storage medium, and the automobile starting antiskid control program is executed by a processor to perform the steps of the automobile starting antiskid control method described above.

Since the storage medium adopts all technical solutions of all the embodiments, at least all the beneficial effects brought by the technical solutions of the embodiments are achieved, and no further description is given here.

Referring to fig. 6, fig. 6 is a block diagram of the first embodiment of the anti-skid control device for starting of the automobile.

As shown in fig. 6, the antiskid control device for starting a vehicle according to the embodiment of the present invention includes:

the judging module 10 is configured to obtain current state information of a vehicle, and judge whether a preset anti-skid starting condition is met according to the current state information.

It should be noted that, in the present embodiment, the vehicle start antiskid Control device may be located in an Electronic Control Unit (ECU), where the vehicle start antiskid Control device may include an antiskid torque calculation module. When judging whether the preset anti-skid starting condition is met according to the current state information, the method can adopt various current state information for judgment, and the following description takes three information of starting and stopping relay state information, current gradient information and current vehicle speed information as an example, and certainly, the method can also be realized by combining at least two information. In addition, the current state information may also be other vehicle state information that is needed according to actual situations, which is not limited in this embodiment. For example, current state information of a vehicle is obtained, and on-off relay state information, current gradient information and current speed information are determined according to the current state information; and judging whether a preset anti-skid starting condition is met or not according to the on-off relay state information, the current gradient information and the current vehicle speed information.

Specifically, referring to fig. 3, fig. 3 is a schematic algorithm diagram of an anti-skid torque calculation module of the ECU according to an embodiment of the present invention; wherein, the relation table 1 is an upper limit throttle relation table, and the relation table 2 is an upper limit lower limit throttle relation table. The anti-skid torque calculation module determines the on-off relay state information, namely firstly, whether the on-off relay is on or off and the on-off relay is normal in operation is checked, and if the on-off relay is off or the on-off relay is abnormal in operation, the anti-skid torque calculation module switches an on-off algorithm to be off and quits the anti-skid torque calculation; if the on-off state of the on-off relay is closed and the operation is normal, the related functions of the on-off algorithm can be executed. Wherein, the opening and closing algorithm can comprise: the anti-skid torque calculation module calls 'gradient curve' trigger condition information to obtain a gradient trigger condition, and judges whether the current ramp working condition of the vehicle, namely the current gradient information meets the gradient trigger condition, wherein the gradient trigger condition can be a ramp working condition with small adhesive force and the like, and the embodiment is not limited to the above; the antiskid torque calculation module calls 'road property' triggering condition information to obtain a road property triggering condition, and judges whether the current road property meets the road property triggering condition, namely judges whether the current road property is in a recognizable state; the anti-skid torque calculation module calls 'vehicle speed curve' triggering condition information to obtain a vehicle speed triggering condition, and judges whether the current vehicle speed information meets the vehicle speed triggering condition, namely whether the current vehicle speed per hour meets a vehicle speed triggering threshold value, such as 10 km/h.

And the obtaining module 20 is configured to obtain current gradient curve information when the current state information meets the preset anti-skid opening condition.

It is easy to understand that when the current state information meets the preset anti-skid starting condition, the current state information of the vehicle can be considered to simultaneously meet the three conditions of the gradient triggering condition, the road property triggering condition and the vehicle speed triggering condition, at this moment, the starting and stopping state of the anti-skid torque calculation module is switched to starting, and the anti-skid torque calculation needs to be executed. The vehicle starting antiskid control device can also comprise a hill torque calculation module. The ramp torque calculation module obtains current grade curve information. For example, the ramp torque calculation module builds a grade curve and a ramp maintenance torque curve according to the current grade curve information within a preset time.

Specifically, the start antiskid control device of the automobile can obtain the On-Off state information OrdSts21 of the antiskid torque calculation module, wherein the On-Off state information OrdSts21 is On to indicate that the antiskid torque calculation module is On, and the On-Off state information OrdSts21 is Off to indicate that the antiskid torque calculation module is Off. When the anti-skid torque calculation module is determined to be started according to the starting and stopping state information, torque verification information is obtained, and whether the torque verification information meets preset verification conditions or not is judged; and when the torque verification information meets the preset verification condition, acquiring the current gradient curve information. Specifically, the torque verification state information may be TqCheck _ Act22, and the vehicle starting antiskid control device may retrieve the torque verification state information TqCheck _ Act22 in the ramp torque calculation module, where the torque verification state information is Pass indicating that the verification is passed, that is, the torque verification information meets the preset verification condition, and the torque verification state information is Failure indicating that the verification is failed, that is, the torque verification information does not meet the preset verification condition.

And the determining module 30 is configured to determine target throttle curve information according to the current gradient curve information through a preset throttle algorithm.

The automobile starting antiskid control device can further comprise a ramp torque calculation module. The ramp torque calculation module obtains current grade curve information. For example, the ramp torque calculation module builds a grade curve and a ramp maintenance torque curve according to the current grade curve information within a preset time. The method comprises the steps that a ramp torque calculation module obtains ramp-up torque information in a rotating speed control model of a vehicle power domain controller, a ramp-up torque curve is built according to the ramp-up torque information within preset time, and the ramp-up torque curve is stored in a memory card preset module of an automobile starting anti-skid control device; the ramp torque calculation module acquires actual adhesion curve information and front adhesion curve information in the road surface state model, builds an actual adhesion curve according to the actual adhesion curve information, builds a front adhesion curve according to the front adhesion curve information, and stores the front adhesion curve into the memory card presetting module. The current gradient profile information may include: a slope curve, a ramp maintenance torque curve, actual adhesion curve information, and front adhesion curve information.

In order to intelligently determine the driver's hill start assist request, it is necessary to determine the driver's intention in specifying the target accelerator curve information, for example: acquiring driver intention information, and judging whether the driver intention information meets corresponding preset conditions or not; when the driver intention information meets corresponding preset conditions, obtaining braking pressure maintaining state information and accelerator depth information; and when the braking pressure maintaining state information and the accelerator depth information meet the preset threshold value condition, executing the step of determining target accelerator curve information according to the current gradient curve information through a preset accelerator algorithm.

The determining module 30 is further configured to obtain current road environment information, and determine a corresponding throttle relationship table according to the current road environment information.

And the control module 40 is used for optimizing the limit value of the target accelerator curve information according to the accelerator relation table and controlling the torque of the vehicle according to the optimized limit value so as to realize the smooth starting of the ramp.

Automobile starting antiskid controlling means includes in this embodiment: the judging module 10 is configured to obtain current state information of a vehicle, and judge whether a preset anti-skid starting condition is met according to the current state information; the obtaining module 20 is configured to obtain current gradient curve information when the current state information meets the preset anti-skid starting condition; the determining module 30 is configured to determine target throttle curve information according to the current gradient curve information through a preset throttle algorithm; the determining module 30 is further configured to obtain current road environment information, and determine a corresponding throttle relationship table according to the current road environment information; and the control module 40 is used for optimizing the limit value of the target accelerator curve information according to the accelerator relation table and controlling the torque of the vehicle according to the optimized limit value so as to realize the smooth starting of the ramp. In the embodiment, the target accelerator curve information of the driver is determined according to the current gradient curve information obtained according to the actual ramp working condition before the vehicle starts, the target accelerator curve information of the driver is optimized according to the current road environment information, the ramp stable starting is realized, the slip working condition of the vehicle is effectively avoided, the vehicle climbing safety and the climbing self-reliability of the driver are improved, the vehicle is adaptive to various types of ramp starting working conditions, and the technical problems that the existing vehicle slip control mechanism has a hysteresis phenomenon and is not rich in application scenes when the ramp starts are solved.

Other embodiments or specific implementation manners of the automobile starting anti-skid control device provided by the invention can refer to the above automobile starting anti-skid control method embodiments, and are not described herein again.

In an embodiment, the determining module 10 is further configured to obtain current state information of a vehicle, and determine, according to the current state information, on-off relay state information, current gradient information, and current vehicle speed information;

In one embodiment, the determining module 30 is further configured to determine a hill-hold torque and a slip critical torque according to the current gradient curve information;

In one embodiment, the anti-skid control device for starting of the automobile further comprises an intention judgment module, wherein the intention judgment module is used for acquiring intention information of a driver and judging whether the intention information of the driver meets corresponding preset conditions;

In one embodiment, the automobile starting antiskid control device further comprises a state judgment module, wherein the state judgment module is used for acquiring the state information of the driving camera and the state information of the driving radar;

In an embodiment, the determining module 30 is further configured to obtain current road environment information;

In an embodiment, the control module 40 is further configured to obtain type information of an accelerator relationship table, and determine a corresponding accelerator relationship table according to the type information of the accelerator relationship table;

It should be understood that the above is only an example, and the technical solution of the present invention is not limited in any way, and in a specific application, a person skilled in the art may set the technical solution as needed, and the present invention is not limited thereto.

It should be noted that the above-described work flows are only exemplary, and do not limit the scope of the present invention, and in practical applications, a person skilled in the art may select some or all of them to achieve the purpose of the solution of the embodiment according to actual needs, and the present invention is not limited herein.

In addition, the technical details that are not described in detail in this embodiment may be referred to the automobile starting antiskid control method provided in any embodiment of the present invention, and are not described herein again.

Further, it is to be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.

The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.

Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solution of the present invention or portions thereof that contribute to the prior art may be embodied in the form of a software product, where the computer software product is stored in a storage medium (e.g. Read Only Memory (ROM)/RAM, magnetic disk, optical disk), and includes several instructions for enabling a terminal device (e.g. a mobile phone, a computer, a server, or a network device) to execute the method according to the embodiments of the present invention.

The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.

Claims

1. The automobile starting anti-skid control method is characterized by comprising the following steps of:

2. The automobile starting antiskid control method of claim 1, wherein the step of obtaining current state information of the vehicle and judging whether a preset antiskid starting condition is met according to the current state information comprises:

3. The automobile starting antiskid control method of claim 1, wherein the step of determining target throttle curve information from the current gradient curve information by a preset throttle algorithm comprises:

4. The automobile starting antiskid control method of claim 1, wherein before the step of determining target throttle curve information from the current gradient curve information by a preset throttle algorithm, the method further comprises:

5. The automobile starting antiskid control method as set forth in claim 1, wherein before the step of obtaining current road environment information and determining a corresponding throttle relationship table according to the current road environment information, the method further includes:

6. The automobile starting antiskid control method of claim 1, wherein the step of obtaining current road environment information and determining a corresponding throttle relationship table according to the current road environment information comprises:

acquiring current road environment information;

7. The automobile starting antiskid control method according to any one of claims 1 to 6, wherein the step of optimizing the limit value of the target throttle curve information according to the throttle relation table and controlling the torque of the vehicle according to the optimized limit value to realize the hill-start includes:

8. The automobile starting anti-skid control device is characterized by comprising the following components:

9. An automobile starting antiskid control apparatus, characterized in that the apparatus comprises: the anti-skid control system comprises a memory, a processor and an automobile starting anti-skid control program stored on the memory and capable of running on the processor, wherein the automobile starting anti-skid control program is configured to realize the steps of the automobile starting anti-skid control method according to any one of claims 1 to 7.

10. A storage medium, characterized in that the storage medium stores thereon a vehicle start antiskid control program, and the vehicle start antiskid control program, when executed by a processor, implements the steps of the vehicle start antiskid control method according to any one of claims 1 to 7.