CN113928319A

CN113928319A - Vehicle ramp assisting method and device, vehicle and storage medium

Info

Publication number: CN113928319A
Application number: CN202111171569.0A
Authority: CN
Inventors: 陶文勇; 刘琳; 杭孟荀; 沙文瀚; 姚学松; 凤志民; 钱兆刚
Original assignee: Chery New Energy Automobile Co Ltd
Current assignee: Chery New Energy Automobile Co Ltd
Priority date: 2021-10-08
Filing date: 2021-10-08
Publication date: 2022-01-14
Anticipated expiration: 2041-10-08
Also published as: CN113928319B

Abstract

The application discloses a vehicle ramp assisting method, a device, a vehicle and a storage medium, wherein the method comprises the following steps: when a vehicle enters a ramp auxiliary mode, acquiring the current gradient value and the actual human body weight of the 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 change value of a brake pedal, matching a slope auxiliary torque of the vehicle by combining the current parking balance torque, and executing a slope auxiliary action on the vehicle by using the slope auxiliary torque. When the vehicle goes up a slope, the auxiliary torque can be provided for the vehicle, and the vehicle is prevented from sliding. Therefore, the problems that control logic is simple, vehicle sliding is easy to occur and even safety accidents are caused in the related technology are solved, development cost is reduced, and driving experience of users is effectively improved.

Description

Vehicle ramp assisting method and device, vehicle and storage medium

Technical Field

The application relates to the technical field of vehicle intelligent control, in particular to a vehicle ramp auxiliary method, a device, a vehicle and a storage medium.

Background

As society progresses and develops, the functions and configurations of vehicles become more sophisticated. Most of the uphill assistance currently on the market is accomplished by using an ESP (Electronic Stability Program) or an ESC (Electronic Stability Controller), but the development cost is high.

In the related art, a low-cost uphill assisting method is provided, and the aim of parking is achieved by executing a rotating speed ring in a mode that a vehicle control unit and an electric drive system are mutually matched.

However, the method has simpler control logic, is easy to slide and even causes safety accidents, and needs to be solved urgently.

Disclosure of Invention

The application provides a vehicle ramp auxiliary method, a vehicle ramp auxiliary device, a vehicle and a storage medium, which are used for solving the problems that in the related technology, the control logic is simple, the vehicle slipping is easy to occur, and even safety accidents are caused, reducing the development cost and effectively improving the driving experience of a user.

An embodiment of a first aspect of the present application provides a vehicle hill assistance method, including the following steps: when a vehicle enters a ramp auxiliary mode, acquiring the current gradient value and the actual human body weight of the 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 change value of a brake pedal, matching a slope auxiliary torque of the vehicle by combining the current parking balance torque, and executing a slope auxiliary action on the vehicle by using the slope auxiliary torque.

Optionally, in an embodiment of the present application, before acquiring the current gradient value of the environment where the vehicle is located and the actual human body weight, the method further includes: receiving an uphill auxiliary instruction sent by the vehicle control unit; and controlling the vehicle to enter the ramp auxiliary mode according to the uphill auxiliary instruction, and simultaneously acquiring the whole vehicle information of the vehicle, wherein the whole vehicle information comprises the current slope value, the actual human body weight and the opening change value

Optionally, in an 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 slope auxiliary torque; and carrying out PI (proportional integral controller) regulation 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 an embodiment of the present application, the method further includes: acquiring a requested torque of the vehicle; and when the requested torque is larger than the current parking balance torque, exiting the hill assist mode, and controlling the driving motor to output torque according to the requested torque.

Optionally, in an embodiment of the present application, the obtaining of the 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.

In a second aspect, embodiments of the present application provide a vehicle hill assist device, comprising: the system comprises an acquisition module, a display module and a control module, wherein the acquisition module is used for acquiring the current gradient value and the actual human body weight of the environment where a vehicle is located when the vehicle enters a 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 change value of a brake pedal, matching the current parking balance torque with the slope auxiliary torque of the vehicle and executing a slope auxiliary action on the vehicle by utilizing the slope auxiliary torque.

Optionally, in an embodiment of the present application, the method further includes: the receiving module is used for receiving an uphill auxiliary instruction sent by the vehicle controller before acquiring the current gradient value and the actual human body weight of the environment where the vehicle is located; and the acquisition module is used for controlling the vehicle to enter the ramp auxiliary mode according to the uphill auxiliary instruction and acquiring the whole vehicle information of the vehicle, wherein the whole vehicle information comprises the current slope value, the actual human body weight and the opening change value.

Optionally, in an embodiment of the present application, the auxiliary module includes: the balancing unit is used for calculating a target rotating speed of the driving motor according to the slope auxiliary torque; and the adjusting unit is used for performing PI adjustment 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, 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 as described in the above embodiments.

A fourth aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, where the computer program is executed by a processor for implementing the vehicle hill assist method according to the above embodiment.

Therefore, when the 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 ramp auxiliary torque of the vehicle is matched by combining the current parking balance torque, and ramp auxiliary action is performed on the vehicle by utilizing the ramp auxiliary torque. Therefore, the problems that control logic is simple, vehicle sliding is easy to occur and even safety accidents are caused in the related technology are solved, development cost is reduced, and driving experience of users is effectively improved.

Additional aspects and advantages of the present 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 present 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 of which:

FIG. 1 is a flow chart of a method for providing vehicle hill assist in accordance with an embodiment of the present application;

FIG. 2 is an exemplary illustration of a vehicle hill assist system according to one embodiment of the present application;

FIG. 3 is a schematic illustration of a hill holding torque calibration according to an embodiment of the present application;

FIG. 4 is a schematic diagram of a control algorithm executed by the 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 motor controller execution logic and algorithms according to one embodiment of the present application;

FIG. 7 is a block schematic diagram of a vehicle hill hold device according to one 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

Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application.

A vehicle hill hold method, device, vehicle, and storage medium according to an embodiment of the present application are described below with reference to the drawings. In order to solve the problems that control logic is simple, vehicle slipping is easy to occur and even safety accidents are caused in the related technology mentioned in the background technology center, the application provides a vehicle ramp auxiliary method. Therefore, the problems that control logic is simple, vehicle sliding is easy to occur and even safety accidents are caused in the related technology are solved, development cost is reduced, and driving experience of users is effectively improved.

Specifically, fig. 1 is a flowchart of a vehicle hill 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 system comprises a vehicle control unit, 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 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 state of the vehicle and confirm the entering and exiting conditions of 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 prepare a corresponding hill-holding strategy, and the motor is driven to execute strategy torque to jointly cooperate to finish vehicle ramp assistance. Therefore, based on the parts of the vehicle, a human body weight sensor, a brake pedal stroke sensor and the like are added to form a vehicle ramp auxiliary system which is matched with each other, and a better slope parking function is achieved when the vehicle is started from a static state on a ramp through a certain logic processing strategy

Specifically, as shown in fig. 1, the vehicle hill assist method includes the steps of:

in step S101, when the vehicle enters the hill-assist mode, the current gradient value and the actual human body weight of the environment in which the vehicle is located are collected.

The slope value can be obtained through the slope sensor, and the actual human body weight can be obtained through the human body weight sensor.

Specifically, when the motor controller receives a parking instruction, the vehicle enters a hill-assist mode, and at this time, the current gradient value of the environment where the vehicle is located can be acquired through the hill sensor, and the actual human body weight can be acquired 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 current parking balance torque of the vehicle can be calculated by 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 vehicle may be stabilized on a slope by determining the braking torque and adding the output torque of the driving motor, and then the minimum braking stroke data when the vehicle is in static balance on different slopes is calibrated, which is the balance braking stroke value (X balance) and the balance torque (T balance). The balance torques Ta, Tb and Tc and the values of the brake pedal strokes Xa%, Xb% and Xc% corresponding to the ramps a, b and c in FIG. 3.

In step S103, an opening degree variation value of the brake pedal is acquired, and a hill assist torque of the vehicle is matched in conjunction with the current parking balance torque, and a hill assist operation is performed on the vehicle using the hill assist torque.

Optionally, in an embodiment of the present application, obtaining the opening degree variation value of the brake pedal includes: collecting the current opening value of the brake pedal at the corresponding moment; and generating an opening degree change value according to the current opening degree value and the corresponding communication error compensation value.

It should be understood that, in the embodiment of the present application, the magnitude of the braking force may be determined by the motor controller receiving a brake pedal stroke sensor signal (i.e. obtaining an opening degree change value of the brake pedal), the driver starts to release the brake on the slope, and the motor controller performs processing according to the strategies in tables 1 and 2, where table 1 is a driving motor torque to be loaded (T motor), and table 2 is a driving motor execution torque (Tref).

Specifically, when the driver steps on a slope and stops, X is actually greater than X balance, the torque provided by braking can stabilize the vehicle on the slope, and when the driver releases the braking quickly during starting, the driving motor directly executes the current parking balance torque of the vehicle calculated in step S102, that is, Tref is T balance; if the driver normally releases the brake, the value X of the brake stroke sensor is reduced at a certain speed, due to reasons such as a communication period, the value X of the brake stroke sensor received by the motor controller is smaller than the actual value, an error caused by a communication problem needs to be compensated at the moment, namely the error X, when the value X is reduced to be X actual equal to X balance, the torque T0 is loaded (the gear clearance torque is eliminated), and as the driver continuously releases the brake X actual equal to X balance, Tref equal to T balance-T brake torque until T brake torque is 0; when the driver releases the brake slowly, errors caused by communication problems do not need to be compensated.

Therefore, the driving motor executes the logic processing of the driving algorithm, keeps the vehicle from rolling away, and executes in a circulating way until the uphill auxiliary function is quitted.

TABLE 1

TABLE 2

Speed of brake release	Brake stroke sensor value rate of change (alpha)	Torque loading
			Slow release	α≤n	Tref-T motor
Normal speed	n<α<m	Tref-T motor + T compensation
			Quick release	m<α	Tref-T scale

Therefore, the vehicle controller judges the condition of entering and exiting the slope in an auxiliary way, the brake pedal stroke sensor, the slope sensor and the human body weight sensor are responsible for collecting vehicle information and sending the vehicle information to the vehicle controller and the motor controller, the motor controller receives a slope parking instruction of the vehicle controller and signals collected by the sensors, the torque required by the vehicle is calculated and executed through processing of a certain logic algorithm, and the vehicle is kept static and does not slip backwards when starting.

As a possible implementation example, in an embodiment of the present application, before acquiring the current gradient value of the environment where the vehicle is located and the actual human body weight, the method further includes: receiving an uphill auxiliary instruction sent by the vehicle control unit; the method comprises the steps of controlling a vehicle to enter a slope auxiliary mode according to an uphill auxiliary instruction, simultaneously obtaining vehicle information of the vehicle, wherein the vehicle information comprises a current slope value, an actual human body weight and an opening degree change value, and sending the collected vehicle information to a vehicle controller and a motor controller, so that the motor controller receives a slope standing instruction of the vehicle controller and signals collected by various sensors, processes and calculates torque required by the vehicle through a certain logic algorithm and executes the torque, and the vehicle is kept static and does not slip backward when starting.

Further, in one embodiment of the present application, performing a hill assist action on a vehicle using a hill assist torque includes: calculating a target rotating speed of the driving motor according to the ramp auxiliary torque; and performing PI regulation 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.

It should be understood that, in the embodiment of the present application, when the motor controller receives an uphill auxiliary instruction, the vehicle information collected by each sensor is logically processed, a torque required to be loaded at this time is calculated, and a PI adjustment of the motor rotation speed is performed while the torque is loaded, where an adjustment manner of the adjustment manner may be as shown in fig. 4, fig. 4 is a schematic diagram of a control algorithm executed by the drive motor, where Tref is a calculated balance torque; the speed is 0, which is the target rotating speed to be controlled; omega is the actual motor speed; iq _ Ref is the sum of an Iq value obtained by looking up a table of the balance torque and an Iq value obtained by regulating a rotating speed ring by a PI; id _ Ref is an Id value obtained by looking up a table of the balance torque; vq and Vd are outputs of the current inner loop PI, and V alpha and V beta are outputs passing through Revpark; va, Vb and Vc are output after RevClark & SVPWM; speed & Position is the motor Speed and Position collected by the motor rotation variation; IaIbIC is the three-phase actual current collected by the current sensor; i beta and I alpha 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 obtains an Iq1 value through PI regulation according to the difference value between the target rotating speed and the actual rotating speed; the current inner loop is the sum of the Iq2 value and the Iq1 value obtained by the balance torque table lookup and the obtained Id value of the balance torque table lookup, and is used as the input of the current inner loop for vector control. The motor output torque is controlled through PI regulation, Revpark, RevClark and SVPWM three-phase conversion, then feedback signals Speed & Position and IaIbic are collected for closed-loop control, and the vehicle Speed is kept to be 0 through PI regulation of a rotating Speed outer ring and a current inner ring. The torque loading can be carried out on the basis of the traditional rotating speed ring, and the double functions of the rotating speed ring and the torque control ensure that the vehicle is static.

Optionally, in an embodiment of the present application, the method further includes: acquiring a requested torque of a vehicle; when the requested torque is greater than the current parking balance torque, the hill assist mode is exited, and the driving motor output torque is controlled with the requested torque.

That is to say, the embodiment of the application can determine whether the torque requested by the driver is greater than the current parking balance torque through the vehicle control unit, if the torque requested by the driver is not greater than the current parking balance torque, the hill assistance mode is further executed, and if the torque requested by the driver is greater than the current parking balance torque, the hill assistance mode is exited, and the torque requested by the driver is used for controlling the output torque of the driving motor.

To further enable those skilled in the art to understand the vehicle hill assist method of the embodiment of the present application, the following detailed description is provided in conjunction with the specific embodiments.

As shown in fig. 5, the vehicle hill assist method includes the steps of:

s501, the whole vehicle runs, and all parts work normally.

S502, the vehicle control unit judges whether the driver has a hill-holding requirement, if so, the vehicle control unit sends an uphill auxiliary instruction to the motor controller and executes the step S503, otherwise, the vehicle control unit executes the step S501.

And S503, the motor controller receives a parking instruction and signals collected by the sensors.

And S504, the motor controller controls the driving motor to maintain a stable state through logic processing and calculation.

And S505, the vehicle control unit judges whether the torque requested by the driver is larger than the current parking balance torque, if so, the step S503 is executed, otherwise, the step S505 is executed.

S506, the hill hold mode is exited, and hill hold completion is responded to the torque requested by the driver.

Further, as shown in fig. 6, fig. 6 is a flow chart of the motor controller executing logic and algorithms, including the steps of:

and S601, receiving a parking instruction by the motor controller.

And S602, calculating the hill-holding balance torque by the motor controller according to the slope sensor, the human body gravity sensor and the vehicle mass.

And S603, the motor controller receives the signal of the brake pedal stroke sensor to determine the magnitude of the braking force.

And S604, the driver starts to release the brake on the slope.

And S605, judging the torque required by electric driving and the speed of releasing the brake by the motor controller according to the change of the numerical value of the pedal stroke sensor to determine the execution torque.

S606, the driving motor executes the driving algorithm logic processing, keeps the vehicle not to slide, executes in a circulating way until the vehicle exits the uphill auxiliary function, and skips to execute the step S601.

According to the vehicle slope auxiliary method provided by the embodiment of the application, when a vehicle enters a slope auxiliary mode, the current slope 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 slope value, the actual human body weight and the whole vehicle weight, the opening degree change value of a brake pedal is obtained, the slope auxiliary torque of the vehicle is matched by combining the current parking balance torque, and the slope auxiliary action is executed on the vehicle by utilizing the slope auxiliary torque. Therefore, the problems that control logic is simple, vehicle sliding is easy to occur and even safety accidents are caused in the related technology are solved, development cost is reduced, and driving experience of users is effectively improved.

Next, a vehicle hill assist device proposed according to an embodiment of the present application will be described with reference to the drawings.

FIG. 7 is a block schematic diagram of a vehicle hill hold device according to 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 acquisition module 100 is configured to acquire a current gradient value and an actual human body weight of an environment where the vehicle is located when the vehicle enters the hill assistance mode. And 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 assisting module 300 is configured to obtain an opening degree variation value of a brake pedal, match a hill assist torque of the vehicle with a current parking balance torque, and perform a hill assist operation on the vehicle using the hill assist torque.

Optionally, in one embodiment of the present application, the vehicle hill assist device 10 further comprises: the receiving module is used for receiving an uphill auxiliary instruction sent by the vehicle controller before acquiring the current gradient value and the actual human body weight of the environment where the vehicle is located; the acquisition module is used for controlling the vehicle to enter a slope auxiliary mode according to the uphill auxiliary instruction and acquiring the whole vehicle information of the vehicle, wherein the whole vehicle information comprises a current slope value, an actual human body weight and an opening degree change value.

Optionally, in an embodiment of the present application, the auxiliary module 300 includes: the balancing unit is used for calculating the target rotating speed of the driving motor according to the ramp auxiliary torque; and the adjusting unit is used for performing PI adjustment 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 hill assist device 10 further comprises: the exit module is used for acquiring the requested torque of the vehicle; when the requested torque is greater than the current parking balance torque, the hill assist mode is exited, and the driving motor output torque is controlled with the requested torque.

It should be noted that the foregoing explanation of the embodiment of the vehicle slope auxiliary method is also applicable to the vehicle slope auxiliary device of the embodiment, and is not repeated herein.

According to the vehicle slope auxiliary device provided by the embodiment of the application, when a vehicle enters a slope auxiliary mode, the current slope value and the actual human body weight of the environment where the vehicle is located can be collected, the current parking balance torque of the vehicle can be calculated according to the current slope value, the actual human body weight and the whole vehicle weight, the opening degree change value of a brake pedal can be obtained, the slope auxiliary torque of the vehicle is matched by combining the current parking balance torque, and the slope auxiliary action is executed on the vehicle by utilizing the slope auxiliary torque. Therefore, the problems that control logic is simple, vehicle sliding is easy to occur and even safety accidents are caused in the related technology are solved, development cost is reduced, and driving experience of users 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, when executing the program, implements the vehicle hill assist method provided in the embodiments described above.

Further, the vehicle further includes:

a communication interface 803 for communicating between the memory 801 and the processor 802.

A memory 801 for storing computer programs operable on the processor 802.

The memory 801 may comprise high-speed RAM memory, and may also include non-volatile memory (non-volatile memory), such as at least one 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 via a bus and communicate with each other. The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (EISA) bus, or the like. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is shown in FIG. 8, but this is not intended to represent only one bus or type of bus.

Optionally, in a specific implementation, if the memory 801, the processor 802, and the communication interface 803 are integrated on one chip, the memory 801, the processor 802, and the communication interface 803 may complete communication with each other through an internal interface.

The processor 802 may be a Central Processing Unit (CPU), an Application Specific Integrated Circuit (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 hill hold method as above.

In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," 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 application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "N" means at least two, e.g., two, three, etc., unless specifically limited 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 steps of a custom logic function or process, and alternate 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 implementing the embodiments of the present application.

It should be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above 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. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.

It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.

Claims

1. A method of vehicle hill assist comprising the steps of:

when a vehicle enters a ramp auxiliary mode, acquiring the current gradient value and the actual human body weight of the 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

and acquiring an opening degree change value of a brake pedal, matching a slope auxiliary torque of the vehicle by combining the current parking balance torque, and executing a slope auxiliary action on the vehicle by using the slope auxiliary torque.

2. The method of claim 1, further comprising, prior to collecting the current grade value and actual human body weight of the environment in which the vehicle is located:

receiving an uphill auxiliary instruction sent by the vehicle control unit;

and controlling the vehicle to enter the ramp auxiliary mode according to the uphill auxiliary instruction, and simultaneously acquiring the whole vehicle information of the vehicle, wherein the whole vehicle information comprises the current slope value, the actual human body weight and the opening change value.

3. The method of claim 1, wherein the using the hill-assist torque to perform a hill-assist action on the vehicle comprises:

calculating a target rotating speed of the driving motor according to the slope auxiliary torque;

and performing PI regulation 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.

4. The method of claim 1, further comprising:

acquiring a requested torque of the vehicle;

and when the requested torque is larger than the current parking balance torque, exiting the hill assist mode, and controlling the driving motor to output torque according to the requested torque.

5. The method according to any one of claims 1 to 4, wherein the acquiring of the 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.

6. A vehicle hill hold device comprising:

the system comprises an acquisition module, a display module and a control module, wherein the acquisition module is used for acquiring the current gradient value and the actual human body weight of the environment where a vehicle is located when the vehicle enters a 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

and the auxiliary module is used for acquiring an opening degree change value of a brake pedal, matching the current parking balance torque with the slope auxiliary torque of the vehicle and executing a slope auxiliary action on the vehicle by utilizing the slope auxiliary torque.

7. The apparatus of claim 6, further comprising:

the receiving module is used for receiving an uphill auxiliary instruction sent by the vehicle controller before acquiring the current gradient value and the actual human body weight of the environment where the vehicle is located;

and the acquisition module is used for controlling the vehicle to enter the ramp auxiliary mode according to the uphill auxiliary instruction and acquiring the whole vehicle information of the vehicle, wherein the whole vehicle information comprises the current slope value, the actual human body weight and the opening change value.

8. The apparatus of claim 6, wherein the auxiliary module comprises:

the balancing unit is used for calculating a target rotating speed of the driving motor according to the slope auxiliary torque;

and the adjusting unit is used for performing PI adjustment 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.

9. A vehicle, characterized by comprising: 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 according to any one of claims 1-5.

10. A computer-readable storage medium, on which a computer program is stored, characterized in that the program is executed by a processor for implementing a vehicle hill hold method according to any one of claims 1-5.