CN114889612B - Method and device for preventing vehicle from sliding down slope - Google Patents
Method and device for preventing vehicle from sliding down slope Download PDFInfo
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- CN114889612B CN114889612B CN202210705797.XA CN202210705797A CN114889612B CN 114889612 B CN114889612 B CN 114889612B CN 202210705797 A CN202210705797 A CN 202210705797A CN 114889612 B CN114889612 B CN 114889612B
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- 238000000034 method Methods 0.000 title claims abstract description 43
- 238000012544 monitoring process Methods 0.000 claims abstract description 12
- 230000001960 triggered effect Effects 0.000 claims abstract description 9
- 230000006870 function Effects 0.000 claims description 21
- 238000004422 calculation algorithm Methods 0.000 claims description 14
- 238000004590 computer program Methods 0.000 claims description 10
- 238000004364 calculation method Methods 0.000 claims description 9
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- 238000013459 approach Methods 0.000 description 3
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- 230000009467 reduction Effects 0.000 description 3
- 238000005096 rolling process Methods 0.000 description 3
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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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
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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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0002—Automatic control, details of type of controller or control system architecture
- B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
- B60W2050/001—Proportional integral [PI] controller
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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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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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Human Computer Interaction (AREA)
- Regulating Braking Force (AREA)
Abstract
A vehicle anti-slip method and device, the method includes: acquiring the current first running speed, the current gradient and the driver required torque of the vehicle; acquiring a target deceleration of the vehicle when the vehicle anti-slip function is judged to be triggered according to the first running speed, the first vehicle speed threshold value, the current gradient and the driver demand torque; calculating a driving force feedforward value according to the target deceleration and the current gradient; monitoring the actual deceleration of the vehicle, and calculating a first driving force according to the target deceleration, the actual deceleration and the driving force feedforward value; controlling the power assembly to output a first driving force; when the second running speed of the vehicle after the vehicle is decelerated is smaller than a second vehicle speed threshold value, controlling the vehicle to run according to the target vehicle speed; when the third running speed of the vehicle after the vehicle is decelerated is smaller than a third vehicle speed threshold value, a target braking force is calculated, the vehicle is controlled to park according to the target braking force, deceleration pre-control can be carried out in a vehicle sliding stage, the vehicle is enabled to be decelerated stably, and riding comfort is improved.
Description
Technical Field
The application relates to the technical field of automobiles, in particular to a vehicle anti-slip method and device.
Background
Currently, in the prior art, when a whole vehicle controller or a motor controller monitors that a vehicle approaches a stop on a slope, a driving force or/and a braking force are applied to enable the vehicle to stay on the slope. In practice, it has been found that the existing methods lack deceleration pre-control logic for the vehicle coasting phase. When the vehicle is in a sliding parking with a larger gradient, the vehicle is rapidly decelerated due to larger gradient resistance, when the vehicle speed is close to 0, the vehicle deceleration is larger, at the moment, if the vehicle is smoothly parked with slow loading driving force or/and braking force, the sliding distance is long, at the moment, if the vehicle is immediately parked with rapid loading driving force or/and braking force, the deceleration suddenly changes to 0, and the riding comfort is poor. It can be seen that the existing method lacks deceleration pre-control logic in the vehicle sliding stage, so that the vehicle is not stable in deceleration, and riding comfort is reduced.
Disclosure of Invention
An object of the embodiment of the application is to provide a vehicle anti-slip method and device, which can perform deceleration pre-control in a vehicle sliding stage, so that the vehicle is stably decelerated, and riding comfort is improved.
A first aspect of an embodiment of the present application provides a vehicle anti-slip method, including:
acquiring the current first running speed, the current gradient and the driver required torque of the vehicle;
when the vehicle anti-slip function is judged to be triggered according to the first running speed, a preset first vehicle speed threshold value, the current gradient and the driver required torque, acquiring the target deceleration of the vehicle;
calculating a driving force feedforward value according to the target deceleration and the current gradient;
monitoring an actual deceleration of the vehicle and calculating a first driving force based on the target deceleration, the actual deceleration, and the driving force feedforward value;
controlling a powertrain to output the first driving force so that the vehicle is decelerated in accordance with the target deceleration;
controlling the vehicle to run according to a target vehicle speed according to a second running speed of the vehicle after the vehicle is decelerated and a preset second vehicle speed threshold; wherein the second vehicle speed threshold is less than the first vehicle speed threshold;
judging whether the third running speed of the vehicle after the vehicle is decelerated is smaller than a preset third vehicle speed threshold value or not; wherein the third vehicle speed threshold is less than the second vehicle speed threshold;
if so, calculating a target braking force, and controlling the vehicle to park according to the target braking force.
In the implementation process, the current first running speed, the current gradient and the torque required by a driver of the vehicle are obtained; when the vehicle anti-slip function is judged to be triggered according to the first running speed, a preset first vehicle speed threshold value, the current gradient and the driver demand torque, acquiring the target deceleration of the vehicle; calculating a driving force feedforward value according to the target deceleration and the current gradient; monitoring the actual deceleration of the vehicle, and calculating a first driving force according to the target deceleration, the actual deceleration and the driving force feedforward value; controlling the powertrain to output a first driving force to decelerate the vehicle in accordance with the target deceleration; controlling the vehicle to run according to the target speed according to the second running speed of the vehicle after the vehicle is decelerated and a preset second vehicle speed threshold value; and judging whether the third running speed of the vehicle after the vehicle is decelerated is smaller than a preset third vehicle speed threshold value, if so, calculating a target braking force, and controlling the vehicle to park according to the target braking force, so that the deceleration can be pre-controlled in a vehicle sliding stage, the vehicle is stably decelerated, and the riding comfort is improved.
Further, after the obtaining the current first travel speed, the current grade, and the driver demand torque of the vehicle, the method further includes:
obtaining ramp resistance and a preset anti-slip safety coefficient;
calculating a torque threshold according to the ramp resistance and the preset anti-slip safety coefficient;
and when the first running speed is smaller than a preset first vehicle speed threshold value and the driver required torque is smaller than the torque threshold value, triggering a vehicle anti-slip function and executing the acquisition of the target deceleration of the vehicle.
Further, according to the second running speed of the vehicle after deceleration and a preset second vehicle speed threshold, controlling the vehicle to run according to a target vehicle speed, including:
judging whether the second running speed of the vehicle after the vehicle is decelerated is greater than a preset second vehicle speed threshold value or not;
if so, the calculating of the driving force feedforward value according to the target deceleration and the current gradient is performed.
Further, the method further comprises:
when the second running speed is not greater than the second vehicle speed threshold value, acquiring a target vehicle speed and an actual vehicle speed of the vehicle;
calculating a second driving force according to the actual vehicle speed and the target vehicle speed;
and controlling a powertrain to output the second driving force so that the vehicle runs according to the target vehicle speed.
Further, the calculating the target braking force and controlling the vehicle to park according to the target braking force includes:
calculating a target braking force according to the preset anti-slip safety coefficient and the ramp resistance;
and increasing the braking force output by the braking system to the target braking force according to a preset braking force increasing algorithm, and reducing the driving force output by the power assembly to 0 according to a preset driving force reducing algorithm.
A second aspect of the embodiments of the present application provides a vehicle anti-slip device, including:
an acquisition unit configured to acquire a current first running speed, a current gradient, and a driver demand torque of a vehicle; when the vehicle anti-slip function is triggered according to the first running speed, a preset first vehicle speed threshold value, the current gradient and the driver required torque, acquiring the target deceleration of the vehicle;
a calculation unit configured to calculate a driving force feedforward value based on the target deceleration and the current gradient;
a monitoring unit for monitoring an actual deceleration of the vehicle;
the calculation unit is further configured to calculate a first driving force according to the target deceleration, the actual deceleration, and the driving force feedforward value;
a first control unit configured to control a powertrain to output the first driving force so that the vehicle is decelerated in accordance with the target deceleration;
the second control unit is used for controlling the vehicle to run according to the target vehicle speed according to the second running speed of the vehicle after the vehicle is decelerated and a preset second vehicle speed threshold value; wherein the second vehicle speed threshold is less than the first vehicle speed threshold;
the judging unit is used for judging whether the third running speed of the vehicle after the vehicle is decelerated is smaller than a preset third vehicle speed threshold value;
and the third control unit is used for calculating a target braking force when a third running speed of the vehicle after the vehicle is decelerated is smaller than the third vehicle speed threshold value, and controlling the vehicle to park according to the target braking force, wherein the third vehicle speed threshold value is smaller than the second vehicle speed threshold value.
In the implementation process, the acquisition unit acquires the current first running speed, the current gradient and the driver required torque of the vehicle; when the vehicle anti-slip function is triggered according to the first running speed, a preset first vehicle speed threshold value, the current gradient and the driver required torque, acquiring the target deceleration of the vehicle; the calculating unit calculates a driving force feedforward value according to the target deceleration and the current gradient; the monitoring unit monitors the actual deceleration of the vehicle and calculates a first driving force according to the target deceleration, the actual deceleration and the driving force feedforward value; then the first control unit controls the power assembly to output a first driving force so as to enable the vehicle to decelerate according to the target deceleration; the second control unit controls the vehicle to run according to the target vehicle speed according to the second running speed of the vehicle after the vehicle is decelerated and a preset second vehicle speed threshold value; the judging unit judges whether the third running speed of the vehicle after the vehicle is decelerated is smaller than a preset third vehicle speed threshold value or not; and when the third control unit judges that the third vehicle speed threshold value is smaller than the third vehicle speed threshold value, calculating the target braking force, and controlling the vehicle to park according to the target braking force, wherein the third vehicle speed threshold value is smaller than the second vehicle speed threshold value, deceleration pre-control can be performed in a vehicle sliding stage, the vehicle is enabled to be stably decelerated, and riding comfort is improved.
Further, the obtaining unit is further configured to obtain a ramp resistance and a preset anti-slip safety coefficient after the obtaining of the current first running speed, the current gradient and the driver required torque of the vehicle;
the calculating unit is further used for calculating a torque threshold according to the ramp resistance and the preset anti-slip safety coefficient;
the vehicle anti-slip device further includes:
and the triggering unit is used for triggering a vehicle anti-slip function and triggering the acquisition unit to acquire the target deceleration of the vehicle when the first running speed is smaller than a preset first vehicle speed threshold value and the driver required torque is smaller than the torque threshold value.
Further, the second control unit includes:
the judging subunit is used for judging whether the second running speed of the vehicle after the vehicle is decelerated is greater than a preset second vehicle speed threshold value or not; and if so, triggering the calculating unit to calculate a driving force feedforward value according to the target deceleration and the current gradient.
A third aspect of the embodiments of the present application provides an electronic device, including a memory and a processor, where the memory is configured to store a computer program, and the processor is configured to execute the computer program to cause the electronic device to execute the vehicle anti-slip method according to any one of the first aspect of the embodiments of the present application.
A fourth aspect of the embodiments of the present application provides a computer readable storage medium storing computer program instructions that, when read and executed by a processor, perform the method for preventing a vehicle from rolling up a hill according to any one of the first aspect of the embodiments of the present application.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments of the present application will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic flow chart of a vehicle anti-slip method according to an embodiment of the present application;
fig. 2 is a schematic structural diagram of a vehicle anti-sliding device according to an embodiment of the present application;
FIG. 3 is a schematic flow chart of another method for preventing a vehicle from sliding on a slope according to an embodiment of the present disclosure;
fig. 4 is a schematic diagram illustrating variation of various parameters in a vehicle anti-slip process according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures. Meanwhile, in the description of the present application, the terms "first", "second", and the like are used only to distinguish the description, and are not to be construed as indicating or implying relative importance.
Example 1
Referring to fig. 1, fig. 1 is a schematic flow chart of a vehicle anti-slip method according to an embodiment of the present application. The vehicle anti-slip method comprises the following steps:
s101, acquiring the current first running speed, the current gradient and the driver required torque of the vehicle.
In the embodiment of the present application, the current first running speed of the vehicle may be obtained through the speed sensor during the running process of the vehicle, which is not limited to this embodiment of the present application.
In the embodiment of the application, the driver demand torque can be determined according to the opening degree of the accelerator of the vehicle.
S102, obtaining the ramp resistance and a preset anti-slip safety coefficient.
S103, calculating a torque threshold according to the ramp resistance and a preset anti-slip safety coefficient.
In the embodiment of the present application, the calculation formula of the torque threshold is as follows:
torque threshold = ramp resistance x preset anti-slip safety factor = F i ×F ac ；
Wherein F is i For ramp resistance, F ac The anti-slip safety coefficient is preset.
And S104, triggering a vehicle anti-slip function and acquiring a target deceleration of the vehicle when the first running speed is smaller than a preset first vehicle speed threshold value and the driver required torque is smaller than a torque threshold value.
In the embodiment of the application, when the vehicle is coasting on a slope for deceleration, if V acc ＜V 1 And F req ＜F i ×F ac And triggering the anti-slip control function. Wherein V is acc For the actual vehicle speed (i.e. the first travel speed), V 1 For a first vehicle speed threshold value F req Torque is demanded for the driver.
S105, calculating a driving force feedforward value according to the target deceleration and the current gradient.
In the embodiment of the present application, the formula for calculating the driving force feedforward value is as follows:
F forward ＝F i +F f +F w +m×a target ；
wherein F is f For rolling resistance, F w Is air resistance, m is vehicle weight, a target Is the target deceleration.
In the embodiment of the application, the rolling resistance can be determined according to the current gradient and the weight of the vehicle.
After step S105, the method further includes the steps of:
s106, monitoring the actual deceleration of the vehicle, and calculating the first driving force according to the target deceleration, the actual deceleration and the driving force feedforward value.
In the embodiment of the present application, the formula for calculating the first driving force is as follows:
F t1 ＝F forward +f(a act -a target )；
wherein f (a) act -a target ) A is a PI control closed loop function act Is the actual deceleration.
And S107, controlling the power assembly to output a first driving force so as to enable the vehicle to decelerate according to the target deceleration.
S108, judging whether the second running speed of the vehicle after deceleration is greater than a preset second vehicle speed threshold value, and if so, executing the steps S105-S108; if not, step S109 to step S113 are performed.
In this embodiment, the second vehicle speed threshold is less than the first vehicle speed threshold.
In this embodiment of the present application, when the second running speed of the vehicle after deceleration is greater than the preset second vehicle speed threshold, step S105 is re-executed to calculate the driving force through the PI controller in a closed loop manner, and control the powertrain to output the driving force, so that the actual deceleration of the vehicle approaches the target deceleration.
S109, acquiring a target vehicle speed and an actual vehicle speed of the vehicle.
S110, calculating a second driving force according to the actual vehicle speed and the target vehicle speed.
In this embodiment, when the second running speed of the vehicle after deceleration is smaller than the second vehicle speed threshold value, the formula for calculating the second driving force is as follows:
F t2 ＝F t1 +f(V act -V target )；
wherein f (V) act -V target ) For PI control of closed-loop function, V target Is the target vehicle speed.
S111, controlling the power assembly to output a second driving force so that the vehicle runs according to the target speed.
Referring to fig. 3 together, fig. 3 is a flow chart of another vehicle anti-slip method according to an embodiment of the present disclosure. As shown in fig. 3, when the second running speed is smaller than the preset second vehicle speed threshold, the actual vehicle speed is monitored, the PI controller is used for calculating the second driving force in a closed loop manner, and the powertrain is controlled to output the corresponding second driving force, so that the actual vehicle speed of the vehicle approaches the target vehicle speed.
In the present embodiment, in the process of step S101 to step S111, the changes in the actual vehicle speed, the actual deceleration, the driving force, and the braking force of the vehicle are shown in fig. 4.
S112, judging whether the third running speed of the vehicle after deceleration is smaller than a preset third vehicle speed threshold value, and if so, executing the steps S113-S114; if not, executing the steps S109-S112;
s113, calculating a target braking force according to a preset anti-slip safety coefficient and the ramp resistance.
In this embodiment, the third vehicle speed threshold is smaller than the second vehicle speed threshold.
In the embodiment of the present application, the calculation formula of the target braking force is as follows:
F Brk ＝F i ×F ac 。
wherein F is Brk For the target braking force F i For ramp resistance, F ac The anti-slip safety coefficient is preset.
S114, increasing the braking force output by the braking system to a target braking force according to a preset braking force increasing algorithm, and reducing the driving force output by the power assembly to 0 according to a preset driving force reducing algorithm.
In this embodiment of the present application, as shown in fig. 3, when the third running speed of the vehicle after deceleration is less than the preset third vehicle speed threshold, the braking force is loaded to the target braking force according to the preset braking force increasing algorithm, and the driving force is cancelled to 0 according to the preset driving force decreasing algorithm.
In this embodiment of the present application, the preset braking force increasing algorithm specifically includes a linear increasing algorithm, where a slope of the linear increase may be preset, which is not limited to this embodiment of the present application.
In this embodiment of the present application, the preset driving force reduction algorithm specifically includes a linear reduction algorithm, where a slope of the linear reduction may be preset, which is not limited to this embodiment of the present application.
In this embodiment of the present application, the linearly increasing slope and the linearly decreasing slope may be variable slopes or constant slopes, which is not limited to this embodiment of the present application.
According to the method, the driver is identified to have the intention of decelerating and stopping, the anti-slip function is triggered in advance, the deceleration and the speed of the vehicle are accurately controlled through the driving force, the deceleration of the vehicle is reduced to be close to 0 when the vehicle is stopped, and smooth stopping is achieved without sliding.
In this embodiment of the present application, the execution subject of the method may be a computing device such as a main control module of an automobile, which is not limited in this embodiment.
Therefore, by implementing the vehicle anti-slip method described in the embodiment, deceleration pre-control can be performed in the vehicle sliding stage, so that the vehicle is stably decelerated, and riding comfort is improved.
Example 2
Referring to fig. 2, fig. 2 is a schematic structural diagram of a vehicle anti-sliding device according to an embodiment of the present application. As shown in fig. 2, the vehicle anti-slip device includes:
an acquisition unit 210 for acquiring a current first traveling speed, a current gradient, and a driver demand torque of the vehicle; when the vehicle anti-slip function is triggered according to the first running speed, a preset first vehicle speed threshold value, the current gradient and the driver required torque, acquiring the target deceleration of the vehicle;
a calculation unit 220 for calculating a driving force feedforward value based on the target deceleration and the current gradient;
a monitoring unit 230 for monitoring an actual deceleration of the vehicle;
a calculating unit 220 for calculating a first driving force based on the target deceleration, the actual deceleration, and the driving force feedforward value;
a first control unit 240 for controlling the powertrain to output a first driving force to decelerate the vehicle in accordance with the target deceleration;
a second control unit 250, configured to control the vehicle to travel according to the target vehicle speed according to a second traveling speed of the vehicle after deceleration and a preset second vehicle speed threshold; wherein the second vehicle speed threshold is less than the first vehicle speed threshold;
a determining unit 260, configured to determine whether the third running speed of the vehicle after the vehicle is decelerated is less than a preset third vehicle speed threshold;
and a third control unit 270, configured to calculate a target braking force when it is determined that the third running speed is less than a third vehicle speed threshold, and control the vehicle to park according to the target braking force, where the third vehicle speed threshold is less than the second vehicle speed threshold.
As an alternative embodiment, the obtaining unit 210 is further configured to obtain the hill resistance and the preset anti-slip safety coefficient after obtaining the current first running speed, the current gradient, and the driver required torque of the vehicle;
the calculating unit 220 is further configured to calculate a torque threshold according to the ramp resistance and a preset anti-slip safety coefficient;
the vehicle anti-slip device further includes:
the triggering unit 280 is configured to trigger the vehicle anti-slip function and trigger the acquiring unit 210 to acquire the target deceleration of the vehicle when the first driving speed is less than a preset first driving speed threshold and the driver demand torque is less than a torque threshold.
As an alternative embodiment, the second control unit 250 includes:
a judging subunit 251, configured to judge whether the second running speed of the vehicle after the vehicle is decelerated is greater than a preset second vehicle speed threshold; if so, the trigger calculating unit 220 calculates a driving force feedforward value based on the target deceleration and the current gradient.
As an alternative embodiment, the second control unit 250 further includes:
an acquisition subunit 252 configured to acquire a target vehicle speed and an actual vehicle speed of the vehicle when the second running speed is not greater than the second vehicle speed threshold;
a first calculation subunit 253 for calculating a second driving force based on the actual vehicle speed and the target vehicle speed;
the first control subunit 254 is configured to control the powertrain to output the second driving force so that the vehicle runs at the target vehicle speed.
As an alternative embodiment, the third control unit 270 includes:
a second calculating subunit 271, configured to calculate a target braking force according to a preset anti-slip safety coefficient and a ramp resistance;
the second control subunit 272 is configured to increase the braking force output by the braking system to the target braking force according to a preset braking force increasing algorithm, and decrease the driving force output by the powertrain to 0 according to a preset driving force decreasing algorithm.
In this embodiment of the present application, the explanation of the anti-slip device for a vehicle may refer to the description in embodiment 1, and no redundant description is given in this embodiment.
Therefore, the vehicle anti-slip device described in the embodiment can perform deceleration pre-control in the vehicle sliding stage, so that the vehicle is stably decelerated, and riding comfort is improved.
The embodiment of the application provides electronic equipment, which comprises a memory and a processor, wherein the memory is used for storing a computer program, and the processor runs the computer program to enable the electronic equipment to execute the vehicle anti-slip method in the embodiment 1 of the application.
The present embodiment provides a computer readable storage medium storing computer program instructions that, when read and executed by a processor, perform the vehicle anti-slip method of embodiment 1 of the present application.
In the several embodiments provided in this application, it should be understood that the disclosed apparatus and method may be implemented in other manners as well. The apparatus embodiments described above are merely illustrative, for example, flow diagrams and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
In addition, the functional modules in the embodiments of the present application may be integrated together to form a single part, or each module may exist alone, or two or more modules may be integrated to form a single part.
The functions, if implemented in the form of software functional modules and sold or used as a stand-alone product, may be stored in a computer-readable storage medium. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
The foregoing is merely exemplary embodiments of the present application and is not intended to limit the scope of the present application, and various modifications and variations may be suggested to one skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
The foregoing is merely specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily think about changes or substitutions within the technical scope of the present application, and the changes and substitutions are intended to be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
It is noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
Claims (7)
1. A vehicle anti-slip method, comprising:
acquiring the current first running speed, the current gradient and the driver required torque of the vehicle;
when the vehicle anti-slip function is judged to be triggered according to the first running speed, a preset first vehicle speed threshold value, the current gradient and the driver required torque, acquiring the target deceleration of the vehicle;
calculating a driving force feedforward value according to the target deceleration and the current gradient;
monitoring an actual deceleration of the vehicle and calculating a first driving force based on the target deceleration, the actual deceleration, and the driving force feedforward value;
controlling a powertrain to output the first driving force so that the vehicle is decelerated in accordance with the target deceleration;
controlling the vehicle to run according to a target vehicle speed according to a second running speed of the vehicle after the vehicle is decelerated and a preset second vehicle speed threshold; wherein the second vehicle speed threshold is less than the first vehicle speed threshold;
judging whether the third running speed of the vehicle after the vehicle is decelerated is smaller than a preset third vehicle speed threshold value or not; wherein the third vehicle speed threshold is less than the second vehicle speed threshold;
if so, calculating a target braking force, and controlling the vehicle to park according to the target braking force;
wherein, according to the second running speed of the vehicle after deceleration and a preset second vehicle speed threshold, controlling the vehicle to run according to a target vehicle speed comprises:
judging whether the second running speed of the vehicle after the vehicle is decelerated is greater than a preset second vehicle speed threshold value or not;
executing said calculating a driving force feedforward value according to said target deceleration and said current gradient when said second running speed is greater than said second vehicle speed threshold;
when the second running speed is not greater than the second vehicle speed threshold value, acquiring a target vehicle speed and an actual vehicle speed of the vehicle;
calculating a second driving force according to the actual vehicle speed and the target vehicle speed;
and controlling a powertrain to output the second driving force so that the vehicle runs according to the target vehicle speed.
2. The vehicle anti-roll-off method of claim 1, further comprising, after the obtaining the current first travel speed, the current grade, and the driver demand torque of the vehicle:
obtaining ramp resistance and a preset anti-slip safety coefficient;
calculating a torque threshold according to the ramp resistance and the preset anti-slip safety coefficient;
and when the first running speed is smaller than a preset first vehicle speed threshold value and the driver required torque is smaller than the torque threshold value, triggering a vehicle anti-slip function and executing the acquisition of the target deceleration of the vehicle.
3. The vehicle anti-slip method according to claim 2, characterized in that the calculating a target braking force and controlling the vehicle to park according to the target braking force includes:
calculating a target braking force according to the preset anti-slip safety coefficient and the ramp resistance;
and increasing the braking force output by the braking system to the target braking force according to a preset braking force increasing algorithm, and reducing the driving force output by the power assembly to 0 according to a preset driving force reducing algorithm.
4. A vehicle anti-slip device, characterized in that the vehicle anti-slip device comprises:
an acquisition unit configured to acquire a current first running speed, a current gradient, and a driver demand torque of a vehicle; when the vehicle anti-slip function is triggered according to the first running speed, a preset first vehicle speed threshold value, the current gradient and the driver required torque, acquiring the target deceleration of the vehicle;
a calculation unit configured to calculate a driving force feedforward value based on the target deceleration and the current gradient;
a monitoring unit for monitoring an actual deceleration of the vehicle;
the calculation unit is further configured to calculate a first driving force according to the target deceleration, the actual deceleration, and the driving force feedforward value;
a first control unit configured to control a powertrain to output the first driving force so that the vehicle is decelerated in accordance with the target deceleration;
the second control unit is used for controlling the vehicle to run according to the target vehicle speed according to the second running speed of the vehicle after the vehicle is decelerated and a preset second vehicle speed threshold value; wherein the second vehicle speed threshold is less than the first vehicle speed threshold;
the judging unit is used for judging whether the third running speed of the vehicle after the vehicle is decelerated is smaller than a preset third vehicle speed threshold value;
a third control unit, configured to calculate a target braking force when a third running speed of the vehicle after deceleration is less than the third vehicle speed threshold, and control the vehicle to park according to the target braking force, where the third vehicle speed threshold is less than the second vehicle speed threshold;
wherein the second control unit includes:
the judging subunit is used for judging whether the second running speed of the vehicle after the vehicle is decelerated is greater than a preset second vehicle speed threshold value or not; if yes, triggering the calculating unit to calculate a driving force feedforward value according to the target deceleration and the current gradient;
wherein the second control unit further comprises:
an acquisition subunit configured to acquire a target vehicle speed and an actual vehicle speed of the vehicle when the second running speed is not greater than the second vehicle speed threshold;
a first calculation subunit configured to calculate a second driving force according to the actual vehicle speed and the target vehicle speed;
and the first control subunit is used for controlling the power assembly to output the second driving force so as to drive the vehicle according to the target vehicle speed.
5. The vehicle anti-slip device according to claim 4, wherein the obtaining unit is further configured to obtain a hill resistance and a preset anti-slip safety factor after the obtaining of the current first running speed, the current gradient, and the driver demand torque of the vehicle;
the calculating unit is further used for calculating a torque threshold according to the ramp resistance and the preset anti-slip safety coefficient;
the vehicle anti-slip device further includes:
and the triggering unit is used for triggering a vehicle anti-slip function and triggering the acquisition unit to acquire the target deceleration of the vehicle when the first running speed is smaller than a preset first vehicle speed threshold value and the driver required torque is smaller than the torque threshold value.
6. An electronic device comprising a memory for storing a computer program and a processor that runs the computer program to cause the electronic device to perform the vehicle anti-roll-off method of any one of claims 1 to 3.
7. A readable storage medium having stored therein computer program instructions which, when read and executed by a processor, perform the vehicle anti-hill method of any one of claims 1 to 3.
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| CN202210705797.XA CN114889612B (en) | 2022-06-21 | 2022-06-21 | Method and device for preventing vehicle from sliding down slope |
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| CN202210705797.XA CN114889612B (en) | 2022-06-21 | 2022-06-21 | Method and device for preventing vehicle from sliding down slope |
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| CN116238508B (en) * | 2023-05-11 | 2023-07-28 | 广汽埃安新能源汽车股份有限公司 | Small-gradient vehicle hill-holding control method and device, electronic equipment and storage medium |
| CN116901952A (en) * | 2023-08-31 | 2023-10-20 | 大陆软件系统开发中心(重庆)有限公司 | Anti-slip control method, device, equipment and storage medium |
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| CN112810456A (en) * | 2021-01-22 | 2021-05-18 | 北京新能源汽车技术创新中心有限公司 | Electric automobile slope-sliding prevention control method and system and electric automobile |
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| JP5353211B2 (en) * | 2008-12-02 | 2013-11-27 | 株式会社アドヴィックス | Travel control device |
| KR102274125B1 (en) * | 2017-06-28 | 2021-07-06 | 현대자동차주식회사 | Control method for inertia driving of eco-friendly vehicle |
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Address after: No. 36 Longying Road, Shilou Town, Panyu District, Guangzhou City, Guangdong Province Patentee after: GAC AION NEW ENERGY AUTOMOBILE Co.,Ltd. Country or region after: China Address before: No. 36 Longying Road, Shilou Town, Panyu District, Guangzhou City, Guangdong Province Patentee before: GAC AION New Energy Vehicle Co.,Ltd. Country or region before: China |