CN113928319B - Vehicle ramp assisting method and device, vehicle and storage medium - Google Patents
Vehicle ramp assisting method and device, vehicle and storage medium Download PDFInfo
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- CN113928319B CN113928319B CN202111171569.0A CN202111171569A CN113928319B CN 113928319 B CN113928319 B CN 113928319B CN 202111171569 A CN202111171569 A CN 202111171569A CN 113928319 B CN113928319 B CN 113928319B
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- 238000000034 method Methods 0.000 title claims abstract description 39
- 230000037396 body weight Effects 0.000 claims abstract description 41
- 230000009471 action Effects 0.000 claims abstract description 13
- 230000001174 ascending effect Effects 0.000 claims abstract description 7
- 230000008859 change Effects 0.000 claims description 16
- 238000004891 communication Methods 0.000 claims description 15
- 238000004590 computer program Methods 0.000 claims description 7
- 238000004364 calculation method Methods 0.000 claims description 4
- 230000006870 function Effects 0.000 description 10
- 238000004422 calculation algorithm Methods 0.000 description 9
- 238000010586 diagram Methods 0.000 description 7
- 230000001276 controlling effect Effects 0.000 description 6
- 230000008569 process Effects 0.000 description 4
- 238000003491 array Methods 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 230000009466 transformation Effects 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18118—Hill holding
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18018—Start-stop drive, e.g. in a traffic jam
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/221—Physiology, e.g. weight, heartbeat, health or special needs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The application discloses a vehicle ramp assisting method, a vehicle ramp assisting device, a vehicle and a storage medium, wherein the method comprises the following steps: when a vehicle enters a ramp auxiliary mode, collecting a current gradient value and actual human body weight of an environment where the vehicle is located; calculating the current parking balance torque of the vehicle according to the current gradient value, the actual human body weight and the whole vehicle weight; and acquiring an opening degree variation value of a brake pedal, matching the current parking balance torque with the hill-hold auxiliary torque of the vehicle, and executing the hill-hold auxiliary action on the vehicle by utilizing the hill-hold auxiliary torque. When the vehicle is ascending, the auxiliary torque can be provided for the vehicle, and the vehicle is prevented from sliding. Therefore, the problems that control logic is simpler, sliding is easy to occur, and even safety accidents are caused in the related art are solved, development cost is reduced, and driving experience of a user is effectively improved.
Description
Technical Field
The application relates to the technical field of intelligent control of vehicles, in particular to a vehicle ramp assisting method and device, a vehicle and a storage medium.
Background
With the social progress and development, the functions and configuration of the vehicle are more perfect. Most of the uphill assistance on the market is currently done with ESP (Electronic Stability Program, body electronic stability system) or ESC (Electronic Stability Controller, body electronic stability control system), but the development costs are high.
In the related art, a low-cost uphill auxiliary method is proposed, and a rotating speed ring is executed by utilizing a mode that a whole vehicle controller and an electric drive system are mutually matched so as to achieve the purpose of parking.
However, the control logic of the method is simpler, the sliding of the vehicle is easy to occur, and even safety accidents are caused, so that the method needs to be solved.
Disclosure of Invention
The application provides a vehicle ramp auxiliary method, a vehicle auxiliary device, a vehicle and a storage medium, which are used for solving the problems that control logic is simpler, sliding is easy to occur, and even safety accidents are caused, reducing development cost and effectively improving driving experience of a user in the related technology.
An embodiment of a first aspect of the present application provides a vehicle ramp assist method, including the steps of: when a vehicle enters a ramp auxiliary mode, collecting a current gradient value and actual human body weight of an environment where the vehicle is located; calculating the current parking balance torque of the vehicle according to the current gradient value, the actual human body weight and the whole vehicle weight; and acquiring an opening degree variation value of a brake pedal, matching the current parking balance torque with the hill-hold auxiliary torque of the vehicle, and executing the hill-hold auxiliary action on the vehicle by utilizing the hill-hold auxiliary torque.
Optionally, in one embodiment of the present application, before collecting the current gradient value and the actual human body weight of the environment where the vehicle is located, the method further includes: receiving an ascending auxiliary instruction sent by a whole vehicle controller; the vehicle is controlled to enter the hill auxiliary mode according to the uphill auxiliary instruction, and meanwhile, the vehicle information of the vehicle is obtained, wherein the vehicle information comprises the current gradient value, the actual human body weight and the opening change value
Optionally, in one embodiment of the present application, the performing a hill assist action on the vehicle using the hill assist torque includes: calculating a target rotating speed of the driving motor according to the ramp auxiliary torque; and adjusting PI (proportional integral controller, a PI regulator) according to the difference value between the target rotating speed and the actual rotating speed of the driving motor until the actual rotating speed reaches the target rotating speed.
Optionally, in one embodiment of the present application, further includes: acquiring a request torque of the vehicle; and when the request torque is larger than the current parking balance torque, exiting the hill-hold mode, and controlling the output torque of the driving motor by the request torque.
Optionally, in one embodiment of the present application, the acquiring an opening degree variation value of the brake pedal includes: collecting the current opening value of the brake pedal at the corresponding moment; and generating the opening change value according to the current opening value and the corresponding communication error compensation value.
A second aspect of the present application provides a vehicle hill assist device, comprising: the acquisition module is used for acquiring the current gradient value and the actual human body weight of the environment where the vehicle is located when the vehicle enters the ramp auxiliary mode; the calculation module is used for calculating the current parking balance torque of the vehicle according to the current gradient value, the actual human body weight and the whole vehicle weight; and the auxiliary module is used for acquiring the opening degree variation value of the brake pedal, matching the ramp auxiliary torque of the vehicle by combining the current parking balance torque, and executing the ramp auxiliary action on the vehicle by utilizing the ramp auxiliary torque.
Optionally, in one embodiment of the present application, further includes: the receiving module is used for receiving an ascending auxiliary instruction sent by the whole vehicle controller before collecting the current gradient value and the actual human body weight of the environment where the vehicle is located; the acquisition module is used for acquiring the whole vehicle information of the vehicle while controlling the vehicle to enter the ramp auxiliary mode according to the up-slope auxiliary instruction, wherein the whole vehicle information comprises the current gradient value, the actual human body weight and the opening change value.
Optionally, in one embodiment of the present application, the auxiliary module includes: a balancing unit for calculating a target rotation speed of the driving motor according to the hill auxiliary torque; and the adjusting unit is used for PI adjusting according to the difference value between the target rotating speed and the actual rotating speed of the driving motor until the actual rotating speed reaches the target rotating speed.
An embodiment of a third aspect of the present application provides a vehicle, including: the vehicle hill support system comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to realize the vehicle hill support method according to the embodiment.
A fourth aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, characterized in that the program is executed by a processor for implementing the vehicle hill-assist method as described in the above embodiments.
Therefore, when the vehicle enters the hill-hold auxiliary mode, the current gradient value and the actual human body weight of the environment where the vehicle is located are collected, the current parking balance torque of the vehicle is calculated according to the current gradient value, the actual human body weight and the whole vehicle weight, the opening change value of the brake pedal is obtained, the current parking balance torque is combined to be matched with the hill-hold auxiliary torque of the vehicle, and the hill-hold auxiliary torque is utilized to execute hill-hold auxiliary actions on the vehicle. Therefore, the problems that control logic is simpler, sliding is easy to occur, and even safety accidents are caused in the related art are solved, development cost is reduced, and driving experience of a user is effectively improved.
Additional aspects and advantages of the application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the application.
Drawings
The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:
FIG. 1 is a flow chart of a vehicle hill assist method provided in accordance with an embodiment of the present application;
FIG. 2 is an exemplary diagram of an automotive hill assist system according to one embodiment of the present application;
FIG. 3 is a schematic illustration of hill-holding torque calibration according to an embodiment of the present application;
FIG. 4 is a schematic diagram of a control algorithm executed by a drive motor according to one embodiment of the present application;
FIG. 5 is a flow chart of a vehicle hill assist method according to one embodiment of the present application;
FIG. 6 is a flow chart of the motor controller executing logic and algorithms according to one embodiment of the disclosure;
FIG. 7 is a block schematic diagram of a vehicle hill assist device according to an embodiment of the present application;
fig. 8 is a schematic structural diagram of a vehicle according to an embodiment of the present application.
Detailed Description
Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and intended for the purpose of explaining the present application and are not to be construed as limiting the present application.
The following describes a vehicle ramp assisting method, a device, a vehicle, and a storage medium of the embodiments of the present application with reference to the drawings. Aiming at the problems that in the related art mentioned in the background technology center, control logic is simpler, sliding is easy to occur, and even safety accidents are caused, the application provides a vehicle ramp auxiliary method. Therefore, the problems that control logic is simpler, sliding is easy to occur, and even safety accidents are caused in the related art are solved, development cost is reduced, and driving experience of a user is effectively improved.
Specifically, fig. 1 is a flowchart of a vehicle ramp assist method according to an embodiment of the present application.
In this embodiment, as shown in fig. 2, the vehicle hill assist system includes: the device comprises a whole vehicle controller, a motor controller, a driving motor, a brake pedal, a gear mechanism, an accelerator pedal, a power battery, a ramp sensor, a pedal stroke sensor, a human body weight sensor and the like. The whole vehicle controller can receive signals of a brake pedal, a gear mechanism, an accelerator pedal, a power battery, a ramp sensor, a brake pedal sensor and the like to judge the condition that the whole vehicle enters and exits the uphill auxiliary function. The motor controller can receive signals of a ramp sensor, a brake pedal sensor, a human body weight sensor and the like to formulate a corresponding ramp parking strategy, and drive the motor to execute strategy torque to cooperate together to complete vehicle ramp assistance. Therefore, based on the parts of the vehicle, a human body weight sensor, a brake pedal travel sensor and the like are added to form a vehicle ramp auxiliary system which is matched with each other, and a certain logic processing strategy is adopted to achieve a better hill-holding function when the vehicle is started from rest on a ramp
Specifically, as shown in fig. 1, the vehicle hill support method includes the steps of:
in step S101, when the vehicle enters the hill-hold mode, a current gradient value and an actual human body weight of an environment in which the vehicle is located are collected.
The gradient value can be obtained through a gradient sensor, and the actual human body weight can be obtained through a human body weight sensor.
Specifically, when the motor controller receives a parking instruction, the vehicle is described to enter a hill-hold mode, and at this time, the current gradient value of the environment in which the vehicle is located can be obtained through the hill sensor, and the actual human body weight can be obtained through the human body weight sensor.
In step S102, a current parking balance torque of the vehicle is calculated according to the current gradient value, the actual human body weight, and the entire vehicle weight.
Specifically, the embodiment of the application can calculate the current parking balance torque of the vehicle through the motor controller according to the current gradient value of the environment where the vehicle is located, the actual human body weight and the whole vehicle mass.
It should be noted that, in the embodiment of the present application, the parking balance torque of the vehicle may be calibrated in advance, for example, the braking torque corresponding to different values of the braking stroke sensor is calibrated, the braking torque is determined, the driving motor output torque is added to enable the vehicle to be stabilized on the ramp, and the minimum braking stroke data of the vehicle in static balance on different ramps is calibrated, which is the balance braking stroke value (X balance) and the balance torque (T balance). As in fig. 3, the corresponding balance torques Ta, tb, tc and brake pedal stroke values Xa%, xb, xc% for the a, b, c ramps.
In step S103, a variation value of the opening degree of the brake pedal is acquired, and the hill-hold assist torque of the vehicle is matched in combination with the current parking balance torque, and the hill-hold assist action is performed on the vehicle using the hill-hold assist torque.
Optionally, in one embodiment of the present application, obtaining the opening degree variation value of the brake pedal includes: collecting the current opening value of a brake pedal at the corresponding moment; and generating an opening change value according to the current opening value and the corresponding communication error compensation value.
It should be understood that the embodiment of the application may determine the magnitude of the braking force by receiving the brake pedal stroke sensor signal (i.e. acquiring the opening variation value of the brake pedal) by the motor controller, and the driver starts to release the brake on the ramp, where the motor controller processes according to the strategies of table 1 and table 2, where table 1 is the driving motor load torque (T-motor), and table 2 is the driving motor execution torque (Tref).
Specifically, when the driver steps on the slope to stop, xactually > X is balanced, at this time, the torque provided by the brake can stabilize the vehicle on the slope, and if the driver quickly releases the brake during starting, the driving motor directly executes the current parking balance torque of the vehicle calculated in step S102, namely tref=t is balanced; if the driver releases the brake normally, the value X of the brake stroke sensor is reduced at a certain rate, and the value X of the brake stroke sensor received by the motor controller is smaller than the actual value X due to the reasons of communication period and the like, the error caused by the communication problem, namely, the error X needs to be compensated at the moment, when the value X is reduced to xactually=xbalance, the loading torque T0 (which is to eliminate gear clearance torque) is started, and as the driver releases the brake xactually < xbalance continuously, tref=tsize-T brake torque until the T brake torque is 0; when the driver releases the brake slowly, the error caused by the communication problem does not need to be compensated.
Therefore, the driving motor executes driving algorithm logic processing, the vehicle is kept from sliding, and the driving algorithm logic processing is executed circularly until the vehicle exits from the uphill auxiliary function.
TABLE 1
TABLE 2
| Brake release speed | Brake stroke sensor value change rate (alpha) | Torque loading |
| Slow release | α≤n | Tref=t motor |
| Normal speed | n<α<m | Tref=ttmotor+tcompensation |
| Quick release | m<α | Tref=t balance |
Therefore, the whole vehicle controller judges the auxiliary entering and exiting conditions of the ramp, the brake pedal stroke sensor, the ramp sensor and the human body weight sensor are responsible for collecting vehicle information and sending the vehicle information to the whole vehicle controller and the motor controller, the motor controller receives a slope-stopping instruction of the whole vehicle controller and signals collected by the sensors, and the motor controller processes and calculates the torque required by the vehicle through a certain logic algorithm and executes the torque, so that the vehicle is kept stationary and does not slip backwards when starting.
As one possible implementation, in one embodiment of the present application, before collecting the current gradient value and the actual body weight of the environment in which the vehicle is located, the method further includes: receiving an ascending auxiliary instruction sent by a whole vehicle controller; and (3) acquiring whole vehicle information of the vehicle while controlling the vehicle to enter a hill-climbing auxiliary mode according to an uphill auxiliary instruction, wherein the whole vehicle information comprises a current gradient value, an actual human body weight and an opening degree change value, so that the acquired whole vehicle information is sent to a whole vehicle controller and a motor controller, the motor controller is convenient to receive a hill-climbing instruction of the whole vehicle controller and signals acquired by various sensors, and the torque required by the vehicle is processed and calculated through a certain logic algorithm and is executed, and the vehicle is kept stationary and not to slide backwards when starting.
Further, in one embodiment of the present application, performing a hill assist action on a vehicle with a hill assist torque includes: calculating a target rotating speed of the driving motor according to the ramp auxiliary torque; PI adjustment is performed according to the difference between the target rotating speed and the actual rotating speed of the driving motor until the actual rotating speed reaches the target rotating speed.
It should be understood that, in the embodiment of the present application, when the motor controller receives the uphill auxiliary command, the information of the whole vehicle collected by each sensor may be logically processed, so as to calculate the torque to be loaded at this time, load the torque and perform PI adjustment on the motor rotation speed, where the adjustment manner may be as shown in fig. 4, and fig. 4 is a schematic diagram of a control algorithm executed by the driving motor, where Tref is the calculated balance torque; speed=0 is the target rotation speed to be controlled; omega is the actual motor speed; iq_Ref is the sum of Iq value obtained by balancing torque through table lookup and Iq value regulated by the rotating speed ring through PI; id_Ref is an Id value obtained by table lookup of the balance torque; vq, vd are the output of the current inner loop PI, vα, vβ are the output through RevPark; va, vb and Vc are outputs through RevClark and SVPWM; speed & Position is the motor rotation Speed and Position collected by motor rotation; iaIbic is three-phase actual current acquired by a current sensor; iβ, iα are output values of Clark transformation; iq and Id are actual d and q axis currents obtained through Clark and Park conversion;
the whole part consists of two control units: the rotating speed outer ring and the current inner ring are regulated by PI according to the difference value of the target rotating speed and the actual rotating speed to obtain an Iq1 value; the current inner loop is the sum of the Iq2 value and the Iq1 value obtained by the balance torque table lookup, and the Id value obtained by the balance torque table lookup is used as the input of the current inner loop for vector control. The motor output torque is controlled through PI regulation and RevPark, revClark and SVPWM three-phase transformation, and then feedback signals Speed & Position, iaIbIc are collected for closed-loop control, and the Speed of the motor is kept to be 0 through PI regulation of a rotating Speed outer ring and a current inner ring. The torque loading can be realized on the basis of the traditional rotating speed ring, and the dual functions of the rotating speed ring and the torque control ensure the stationary state of the vehicle.
Optionally, in one embodiment of the present application, further includes: acquiring a request torque of a vehicle; and when the request torque is larger than the current parking balance torque, exiting the hill-hold mode, and controlling the driving motor to output torque with the request torque.
That is, the embodiment of the application may determine whether the driver request torque is greater than the current parking balance torque through the vehicle controller, if not, execute the hill-hold mode, and if so, exit the hill-hold mode, and control the driving motor output torque with the request torque.
In order for those skilled in the art to further understand the vehicle hill assist method of the embodiments of the present application, a detailed description will be given below with reference to specific embodiments.
As shown in fig. 5, the vehicle hill support method includes the steps of:
s501, the whole vehicle runs, and all parts work normally.
S502, the whole vehicle controller judges whether a driver has a slope-parking requirement, if so, an uphill auxiliary instruction is sent to the motor controller, and step S503 is executed, otherwise, step S501 is executed.
S503, the motor controller receives the parking instruction and signals acquired by the sensors.
S504, the motor controller performs logic processing and calculation to control the driving motor to maintain a stable state.
S505, the whole vehicle controller judges whether the driver request torque is larger than the current parking balance torque, if yes, step S503 is executed, otherwise, step S505 is executed.
S506, exiting the hill-assist mode, and completing the uphill assist in response to the driver request torque.
Further, as shown in fig. 6, fig. 6 is a flowchart of the logic and algorithm executed by the motor controller, including the following steps:
s601, the motor controller receives a parking instruction.
S602, the motor controller calculates the slope-parking balance torque according to the slope sensor, the human weight sensor and the whole vehicle mass.
S603, the motor controller receives a brake pedal stroke sensor signal to determine the magnitude of the braking force.
S604, the driver starts to release the brake on the ramp.
S605, the motor controller judges the torque required by the electric drive and the speed of releasing the brake according to the change of the pedal stroke sensor value to determine the execution torque.
S606, the driving motor executes driving algorithm logic processing, the vehicle is kept from sliding, the driving motor is executed circularly until the uphill auxiliary function is exited, and the step S601 is executed in a jumping mode.
According to the vehicle ramp assisting method, when the vehicle enters the ramp assisting mode, the current gradient value and the actual human body weight of the environment where the vehicle is located are collected, the current parking balance torque of the vehicle is calculated according to the current gradient value, the actual human body weight and the whole vehicle weight, the opening change value of the brake pedal is obtained, the current parking balance torque is combined to be matched with the ramp assisting torque of the vehicle, and the ramp assisting action is executed on the vehicle by utilizing the ramp assisting torque. Therefore, the problems that control logic is simpler, sliding is easy to occur, and even safety accidents are caused in the related art are solved, development cost is reduced, and driving experience of a user is effectively improved.
Next, a vehicle hill support device according to an embodiment of the present application will be described with reference to the accompanying drawings.
Fig. 7 is a block schematic diagram of a vehicle ramp assist device of an embodiment of the present application.
As shown in fig. 7, the vehicle hill support device 10 includes: an acquisition module 100, a calculation module 200 and an assistance module 300.
The collecting module 100 is configured to collect a current gradient value and an actual human body weight of an environment where the vehicle is located when the vehicle enters the hill-hold mode. The calculating module 200 is used for calculating the current parking balance torque of the vehicle according to the current gradient value, the actual human body weight and the whole vehicle weight. The assist module 300 is configured to obtain an opening variation value of a brake pedal, match a hill assist torque of the vehicle in combination with a current parking balance torque, and perform a hill assist action on the vehicle using the hill assist torque.
Optionally, in one embodiment of the present application, the vehicle ramp assist device 10 further includes: the receiving module is used for receiving an ascending auxiliary instruction sent by the whole vehicle controller before collecting the current gradient value and the actual human body weight of the environment where the vehicle is located; the acquisition module is used for acquiring the whole vehicle information of the vehicle while controlling the vehicle to enter the hill grade auxiliary mode according to the hill grade auxiliary instruction, wherein the whole vehicle information comprises a current gradient value, an actual human body weight and an opening degree change value.
Optionally, in one embodiment of the present application, the assistance module 300 includes: a balancing unit for calculating a target rotation speed of the driving motor according to the hill auxiliary torque; and the adjusting unit is used for PI adjusting according to the difference value between the target rotating speed and the actual rotating speed of the driving motor until the actual rotating speed reaches the target rotating speed.
Optionally, in one embodiment of the present application, the vehicle ramp assist device 10 further includes: the exit module is used for acquiring the request torque of the vehicle; and when the request torque is larger than the current parking balance torque, exiting the hill-hold mode, and controlling the driving motor to output torque with the request torque.
Optionally, in one embodiment of the present application, obtaining the opening degree variation value of the brake pedal includes: collecting the current opening value of a brake pedal at the corresponding moment; and generating an opening change value according to the current opening value and the corresponding communication error compensation value.
It should be noted that the foregoing explanation of the vehicle ramp assist method embodiment is also applicable to the vehicle ramp assist device of this embodiment, and will not be repeated here.
According to the vehicle ramp auxiliary device provided by the embodiment of the application, when a vehicle enters a ramp auxiliary mode, the current gradient value and the actual human body weight of the environment where the vehicle is located are collected, the current parking balance torque of the vehicle is calculated according to the current gradient value, the actual human body weight and the whole vehicle weight, the opening change value of the brake pedal is obtained, the current parking balance torque is combined to be matched with the ramp auxiliary torque of the vehicle, and the ramp auxiliary torque is utilized to execute ramp auxiliary actions on the vehicle. Therefore, the problems that control logic is simpler, sliding is easy to occur, and even safety accidents are caused in the related art are solved, development cost is reduced, and driving experience of a user is effectively improved.
Fig. 8 is a schematic structural diagram of a vehicle according to an embodiment of the present application. The vehicle may include:
a memory 801, a processor 802, and a computer program stored on the memory 801 and executable on the processor 802.
The processor 802 implements the vehicle ramp assist method provided in the above-described embodiment when executing a program.
Further, the vehicle further includes:
a communication interface 803 for communication between the memory 801 and the processor 802.
A memory 801 for storing a computer program executable on the processor 802.
The memory 801 may include high-speed RAM memory or may further include non-volatile memory (non-volatile memory), such as at least one magnetic disk memory.
If the memory 801, the processor 802, and the communication interface 803 are implemented independently, the communication interface 803, the memory 801, and the processor 802 may be connected to each other through a bus and perform communication with each other. The bus may be an industry standard architecture (Industry Standard Architecture, abbreviated ISA) bus, an external device interconnect (Peripheral Component, abbreviated PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, abbreviated EISA) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, only one thick line is shown in fig. 8, but not only one bus or one type of bus.
Alternatively, in a specific implementation, if the memory 801, the processor 802, and the communication interface 803 are integrated on a chip, the memory 801, the processor 802, and the communication interface 803 may communicate with each other through internal interfaces.
The processor 802 may be a central processing unit (Central Processing Unit, abbreviated as CPU), or an application specific integrated circuit (Application Specific Integrated Circuit, abbreviated as ASIC), or one or more integrated circuits configured to implement embodiments of the present application.
The present embodiment also provides a computer-readable storage medium having stored thereon a computer program, characterized in that the program, when executed by a processor, implements the vehicle ramp assist method as above.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "N" is at least two, such as two, three, etc., unless explicitly defined otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more N executable instructions for implementing specific logical functions or steps of the process, and further implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present application.
It is to be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As with the other embodiments, if implemented in hardware, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.
Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.
Claims (4)
1. A vehicle hill assist method, comprising the steps of:
when a vehicle enters a ramp auxiliary mode, collecting a current gradient value and actual human body weight of an environment where the vehicle is located;
calculating the current parking balance torque of the vehicle according to the current gradient value, the actual human body weight and the whole vehicle weight; and
acquiring an opening degree variation value of a brake pedal, matching the current parking balance torque with the hill-hold auxiliary torque of the vehicle, and executing hill-hold auxiliary action on the vehicle by utilizing the hill-hold auxiliary torque;
wherein, the obtaining the opening degree variation value of the brake pedal includes: collecting the current opening value of the brake pedal at the corresponding moment; generating the opening change value according to the current opening value and the corresponding communication error compensation value;
the performing a hill assist action on the vehicle using the hill assist torque includes: calculating a target rotating speed of a driving motor according to the ramp auxiliary torque; PI regulation is carried out according to the difference value between the target rotating speed and the actual rotating speed of the driving motor until the actual rotating speed reaches the target rotating speed;
before collecting the current gradient value and the actual human body weight of the environment where the vehicle is located, the method further comprises the following steps: receiving an ascending auxiliary instruction sent by a whole vehicle controller; the vehicle is controlled to enter the hill auxiliary mode according to the uphill auxiliary instruction, and meanwhile, the vehicle information of the vehicle is obtained, wherein the vehicle information comprises the current gradient value, the actual human body weight and the opening change value;
and acquiring the request torque of the vehicle, exiting the hill-hold mode when the request torque is larger than the current parking balance torque, and controlling the driving motor to output torque according to the request torque.
2. A vehicle ramp assist device, characterized by comprising:
the acquisition module is used for acquiring the current gradient value and the actual human body weight of the environment where the vehicle is located when the vehicle enters the ramp auxiliary mode;
the calculation module is used for calculating the current parking balance torque of the vehicle according to the current gradient value, the actual human body weight and the whole vehicle weight; and
the auxiliary module is used for acquiring an opening degree variation value of a brake pedal, matching the ramp auxiliary torque of the vehicle by combining the current parking balance torque, and executing a ramp auxiliary action on the vehicle by utilizing the ramp auxiliary torque;
wherein, the auxiliary module is specifically configured to: collecting the current opening value of the brake pedal at the corresponding moment; generating the opening change value according to the current opening value and the corresponding communication error compensation value;
the auxiliary module includes: a balancing unit for calculating a target rotation speed of the driving motor according to the hill auxiliary torque; the adjusting unit is used for PI adjusting according to the difference value between the target rotating speed and the actual rotating speed of the driving motor until the actual rotating speed reaches the target rotating speed;
the receiving module is used for receiving an ascending auxiliary instruction sent by the whole vehicle controller before collecting the current gradient value and the actual human body weight of the environment where the vehicle is located;
the acquisition module is used for acquiring whole vehicle information of the vehicle while controlling the vehicle to enter the ramp auxiliary mode according to the uphill auxiliary instruction, wherein the whole vehicle information comprises the current gradient value, the actual human body weight and the opening change value;
the exit module is used for acquiring the request torque of the vehicle; and when the request torque is larger than the current parking balance torque, exiting the hill-hold mode, and controlling the driving motor to output torque with the request torque.
3. A vehicle, characterized by comprising: a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the vehicle hill assist method of claim 1.
4. A computer-readable storage medium having stored thereon a computer program, wherein the program is executed by a processor for implementing the vehicle hill-assist method of claim 1.
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| CN115071443A (en) * | 2022-06-30 | 2022-09-20 | 岚图汽车科技有限公司 | Vehicle ramp parking control method, device and equipment and readable storage medium |
| CN115009239B (en) * | 2022-07-07 | 2023-11-07 | 浙江极氪智能科技有限公司 | Parking method, device, equipment and storage medium for vehicle |
| CN118578900A (en) * | 2024-07-31 | 2024-09-03 | 珠海格力电器股份有限公司 | Control method of electric vehicle, computer-readable storage medium, and vehicle system |
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