CN117022278A - Method, device, equipment and system for controlling vehicle reversing and ascending - Google Patents

Abstract

The application discloses a method, a device, equipment and a system for controlling reverse and ascending of a vehicle, wherein the method comprises the following steps: outputting a driving torque to the powertrain controller to control the vehicle to remain stationary or to travel backward at a vehicle speed below a preset threshold under the condition that the reverse uphill assist function is activated and the brake pedal is detected to be released; under the condition that the brake pedal is completely released, acquiring a torque increment corresponding to the opening degree of the accelerator pedal, and correcting the torque increment to obtain a target increment; and obtaining a target torque according to the target increment and the driving torque, and outputting the target torque to the power assembly controller so as to control the vehicle speed of the vehicle running backwards. According to the technical scheme provided by the application, the vehicle can be stably backed up at a low speed according to the expected speed of the driver, and the driving comfort is improved.

Description

Method, device, equipment and system for controlling vehicle reversing and ascending

Technical Field

The application belongs to the technical field of vehicle braking, and particularly relates to a method, a device, equipment and a system for controlling reverse and uphill of a vehicle.

Background

When the vehicle runs in a reverse and uphill mode, a driver can only observe the rear part through the rearview mirror, and the visual field is poor. Especially when the vehicle is in a reverse slope in a curve, the driver not only needs to adjust the direction in time, but also needs to consider the control of the accelerator pedal of the vehicle. If the opening degree of the accelerator pedal is too small, the risk of forward running of the vehicle caused by insufficient power exists; if the accelerator pedal opening is too large, the vehicle may move rearward, possibly colliding with a rear obstacle. Especially, a driver with insufficient experience is easy to irregularly and suddenly step on the accelerator during the reverse and ascending, and is frequently switched back and forth between a starting pedal, a stopping pedal, a brake pedal and the accelerator pedal, so that the vehicle is difficult to keep in a state of uniform reverse and ascending.

At present, when a vehicle enters a reversing uphill mode, the speed of the vehicle in the reversing process is usually limited in a fixed range, so that the damage of the vehicle or the damage of pedestrians behind the vehicle caused by improper operation of the driver can be avoided.

Disclosure of Invention

The embodiment of the application provides a method, a device, equipment and a system for controlling the reverse and the uphill of a vehicle, so that the driving comfort of a driver in the reverse and the uphill of the vehicle can be improved at least to a certain extent.

Other features and advantages of the application will be apparent from the following detailed description, or may be learned by the practice of the application.

According to a first aspect of an embodiment of the present application, there is provided a method for controlling a reverse ascent of a vehicle, applied to a brake-by-wire controller, the method including:

outputting a driving torque to the powertrain controller to control the vehicle to remain stationary or to travel backward at a vehicle speed below a preset threshold under the condition that the reverse uphill assist function is activated and the brake pedal is detected to be released;

under the condition that the brake pedal is completely released, acquiring a torque increment corresponding to the opening degree of the accelerator pedal, and correcting the torque increment to obtain a target increment;

and obtaining a target torque according to the target increment and the driving torque, and outputting the target torque to the power assembly controller so as to control the vehicle speed of the vehicle running backwards.

In some embodiments of the application, based on the foregoing, the correcting the torque delta includes:

determining a correction coefficient corresponding to gradient information of a position where the vehicle is located;

and correcting the torque increment according to the correction coefficient, wherein the correction coefficient is greater than or equal to 1 and is in direct proportion to the gradient information.

In some embodiments of the present application, based on the foregoing, the obtaining a target torque according to the target increment and the driving torque includes:

and determining the sum of the target increment and the driving torque as the target torque.

In some embodiments of the application, based on the foregoing, the method further comprises:

and determining the preset threshold according to gradient information of the position of the vehicle, wherein the gradient information is in direct proportion to the preset threshold.

In some embodiments of the application, based on the foregoing, the method further comprises:

and determining whether to activate the reversing uphill auxiliary function according to a plurality of gears of the vehicle, gradient information of the position, state of the electronic parking brake system and vehicle speed.

In some embodiments of the present application, based on the foregoing aspects, the determining whether to activate the reverse uphill auxiliary function according to a plurality of gear of the vehicle, gradient information of a location, a state of an electronic parking brake system, and a vehicle speed includes:

judging whether the vehicle is in a reversing and ascending state or not and whether the gradient information is in a preset range or not under the condition that the gear is in a reverse gear;

if the vehicle is in the reversing uphill state and the gradient information is in the preset range, judging whether the electronic parking brake system is in a release state or not;

if the electronic parking brake system is in the release state, judging whether the vehicle speed is 0;

if the vehicle speed is 0, judging whether the brake pedal is released;

if the brake pedal is released, a reverse uphill assist function is activated.

According to a second aspect of an embodiment of the present application, there is provided a control device for a reverse uphill of a vehicle, applied to a brake-by-wire controller, the device comprising:

a driving torque determination unit for outputting a driving torque to the powertrain controller to control the vehicle to remain stationary or to travel backward at a vehicle speed lower than a preset threshold value in a case where the reverse uphill assist function is activated and the brake pedal is detected to be released;

the torque increment correction unit is used for acquiring a torque increment corresponding to the opening degree of the accelerator pedal and correcting the torque increment to obtain a target increment under the condition that the brake pedal is completely released;

and the target torque determining unit is used for obtaining target torque according to the target increment and the driving torque and outputting the target torque to the power assembly controller so as to control the vehicle speed of the vehicle running backwards.

According to a third aspect of embodiments of the present application, there is provided a control device for reverse and uphill of a vehicle, comprising a processor and a memory, the memory storing computer program instructions executable by the processor, the processor executing the computer program instructions to carry out instructions of a method according to any one of the first aspects.

According to a fourth aspect of an embodiment of the present application, there is provided a control system for a reverse uphill of a vehicle, the system comprising: the vehicle reversing and ascending control device comprises a stroke sensor, a brake pedal, an accelerator pedal position sensor, a power assembly actuator, a power assembly controller and the vehicle reversing and ascending control device; wherein,

the control equipment for reversing the vehicle and ascending the slope is connected with the brake pedal through the travel sensor and is used for determining whether the brake pedal is released according to the travel of the brake pedal output by the travel sensor;

the control equipment for reversing the vehicle and ascending the slope is further connected with the accelerator pedal sequentially through the power assembly controller and the accelerator pedal position sensor and is used for determining a torque increment corresponding to the opening of the accelerator pedal according to the opening of the accelerator pedal output by the accelerator pedal position sensor;

the control equipment for the vehicle to reverse and ascend is also connected with the power assembly actuator through the power assembly controller and used for controlling the vehicle speed of the vehicle to keep stationary or the vehicle to travel backwards.

In some embodiments of the application, based on the foregoing, the system further comprises: a reversing uphill auxiliary control switch, a linear control brake actuator, a wheel speed sensor and an inertia sensor; wherein,

the reversing uphill auxiliary control switch is connected with the power assembly controller or the linear control dynamic controller and is used for controlling the turning on and off of reversing uphill auxiliary functions;

the linear control actuator is connected with the control equipment for reversing and ascending the vehicle and is used for executing the brake hydraulic pressure output by the control equipment for reversing and ascending the vehicle;

the control equipment for reversing and ascending the vehicle is also connected with the wheel speed sensor and is used for determining the speed of the vehicle according to the wheel speed signal output by the wheel speed sensor;

the control equipment for the vehicle reversing and ascending is also connected with the inertia sensor and used for determining gradient information of the position of the vehicle according to the acceleration signal output by the inertia sensor.

In the application, under the condition that the reversing and ascending auxiliary function is activated and the brake pedal is detected to be released, driving torque is output to a power assembly controller so as to control the vehicle to keep stationary or drive backwards at a vehicle speed lower than a preset threshold value; under the condition that the brake pedal is completely released, acquiring a torque increment corresponding to the opening degree of the accelerator pedal, and correcting the torque increment to obtain a target increment; and obtaining a target torque according to the target increment and the driving torque, and outputting the target torque to the power assembly controller so as to control the vehicle speed of the vehicle running backwards. According to the technical scheme provided by the application, the vehicle can be stably backed up at a low speed according to the expected speed of the driver, and the driving comfort is improved.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application as claimed.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application. It is evident that the drawings in the following description are only some embodiments of the present application and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art. In the drawings:

FIG. 1 is a flow chart of a method of controlling reverse and uphill of a vehicle in one embodiment;

FIG. 2 illustrates a schematic diagram of control parameters in a method of controlling reverse and uphill of a vehicle in one embodiment;

FIG. 3 is a detailed schematic diagram showing a reverse-up auxiliary function activation confirmation step in one embodiment;

FIG. 4 shows a block diagram of a control device for reversing a vehicle uphill in one embodiment;

FIG. 5 shows a schematic structural view of a control apparatus for reverse and uphill vehicle in one embodiment;

fig. 6 shows a schematic structural diagram of a control system for reversing and ascending a vehicle in one embodiment.

Detailed Description

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the application. One skilled in the relevant art will recognize, however, that the application may be practiced without one or more of the specific details, or with other methods, components, devices, steps, etc. In other instances, well-known methods, devices, implementations, or operations are not shown or described in detail to avoid obscuring aspects of the application.

The block diagrams depicted in the figures are merely functional entities and do not necessarily correspond to physically separate entities. That is, the functional entities may be implemented in software, or in one or more hardware modules or integrated circuits, or in different networks and/or processor devices and/or microcontroller devices.

The flow diagrams depicted in the figures are exemplary only, and do not necessarily include all of the elements and operations/steps, nor must they be performed in the order described. For example, some operations/steps may be decomposed, and some operations/steps may be combined or partially combined, so that the order of actual execution may be changed according to actual situations.

In order to enable those skilled in the art to better understand the present application, first, an application scenario related to the present application will be briefly described with reference to fig. 1.

As shown in fig. 1, a method for controlling a reverse ascent of a vehicle is provided, which is applied to a brake-by-wire controller, and may include the following steps 101 to 103.

In the case where the reverse uphill assist function is activated and it is detected that the brake pedal is released, a driving torque is output to the powertrain controller to control the vehicle to remain stationary or to travel backward at a vehicle speed lower than a preset threshold, step 101.

It will be appreciated that when the reverse-up assist control function of the vehicle is activated, the function is in a standby state, and the brake-by-wire controller may determine whether to activate the reverse-up assist function based on a plurality of gears of the vehicle, gradient information of the position, state of the electronic parking brake system, and vehicle speed.

Under the condition that the reversing and uphill auxiliary function is activated, the powertrain controller does not respond to the torque corresponding to the opening degree of the accelerator pedal any more and is converted into a torque request of the response line control brake controller. The driver releases the brake pedal, and the brake-by-wire controller maintains the vehicle stationary or moves backward at a low speed by maintaining a brake fluid pressure established in the brake system and outputting a driving torque to the powertrain controller in the event that the brake pedal is detected to be released.

The brake-by-wire controller may hold the vehicle stationary by maintaining a brake fluid pressure established within the brake system that is the same as the brake fluid pressure when the driver depresses the brake pedal to hold the vehicle stationary.

The driving torque can be calculated according to the whole vehicle parameters, gradient information and the like.

In some embodiments, the brake-by-wire controller may determine the preset threshold based on grade information of the location of the vehicle, wherein the grade information is proportional to the preset threshold.

Fig. 2 is a schematic diagram of control parameters in a method for controlling a vehicle to reverse and ascend a slope in an embodiment, and referring to fig. 2 together, in a specific implementation process, a brake pedal stroke can be obtained in real time by a brake-by-wire controller through a stroke sensor, when the brake pedal is detected to be released, a brake hydraulic pressure is established in a system by a brake-by-wire actuator to maintain a static state of the vehicle on the slope, and the brake hydraulic pressure is kept the same as the hydraulic pressure in the brake system before the brake pedal is released by a driver by the brake-by-wire controller.

As the brake pedal stroke decreases, the brake-by-wire controller outputs a drive torque to the powertrain controller, and the brake fluid pressure established by the brake-by-wire controller decreases as the drive torque increases. When the brake pedal is completely released, the brake fluid pressure drop is 0, the friction braking torque is reduced to 0, and the linear control brake controller continuously requests the driving torque to enable the vehicle to keep static or drive backwards at a low speed.

After the brake pedal is fully released, and the driver does not operate the accelerator pedal, the lower the gradient, the lower the upper limit of the speed at which the vehicle travels rearward (i.e., the preset threshold value), and the greater the gradient, the greater the preset threshold value. In some embodiments, when the gradient is small, the preset threshold may be set to 0.5km/h, where the control accuracy of the upper vehicle speed limit is high; when the gradient is large, the preset threshold value may be set to 1km/h, and at this time, the control accuracy of the upper limit of the vehicle speed becomes more difficult.

Step 102, when the brake pedal is completely released, acquiring a torque increment corresponding to the opening degree of the accelerator pedal, and correcting the torque increment to obtain a target increment.

It will be appreciated that the brake-by-wire controller may determine whether the brake pedal is fully released by the stroke of the brake pedal. In the case where the brake pedal is fully released, the driver can control the increase in the driving torque by manipulating the accelerator pedal, thereby controlling the vehicle speed at which the vehicle travels rearward.

Specifically, a relation curve of the torque increment relative to the opening degree of the accelerator pedal can be determined through calibration, and when a driver manipulates the accelerator pedal and increases the opening degree of the accelerator pedal, the powertrain controller can inquire the corresponding torque increment according to the opening degree of the accelerator pedal and start the torque increment to the on-line brake controller. The brake-by-wire controller can correct the torque increment, and output the target increment to the power assembly controller after the target increment is obtained.

By associating the torque increment with the opening degree of the accelerator pedal, a driver can generate the torque increment by lightly stepping on the accelerator pedal, the vehicle speed of the vehicle running backwards is increased, compared with the scheme that the driving torque is generated by deeply stepping on the accelerator pedal on a slope and the driving torque is responded by a power assembly controller, the depth of stepping on the accelerator pedal is obviously reduced, meanwhile, the linear relation between the opening degree of the accelerator pedal and the vehicle speed is improved, and the convenience of operation is improved.

In some embodiments, the brake-by-wire controller may determine a correction factor corresponding to grade information of the location of the vehicle; and correcting the torque increment according to a correction coefficient, wherein the correction coefficient is greater than or equal to 1 and is in direct proportion to the gradient information.

Specifically, the linear control brake controller can determine gradient information of the position of the vehicle through acceleration signals output by the inertia sensor, search a corresponding correction coefficient K according to the gradient information, and correct the torque increment by using the correction coefficient K. The larger the gradient is, the larger the value of the correction coefficient K is, and the smaller the gradient is, the smaller the value of the correction coefficient K is, and the correction coefficient K can be calculated based on theory and obtained through calibration.

And 103, obtaining target torque according to the target increment and the driving torque, and outputting the target torque to a powertrain controller so as to control the vehicle speed of the vehicle running backwards.

Specifically, the brake-by-wire controller may determine the sum of the target increment and the driving torque as the target torque, and then determine the target torque powertrain controller so that the powertrain controller controls the vehicle speed at which the vehicle travels backward according to the target torque to satisfy the vehicle speed expected by the driver.

According to the embodiment of the application, when the vehicle backs up on the slope, forward sliding is avoided during stable starting, the vehicle maintains low-speed stable backing up and climbing, and the driving comfort and backing security of the vehicle are improved. Because the driver controls the accelerator pedal to only control the torque increment, the driver can generate the torque increment by lightly stepping on the accelerator pedal, and then the vehicle speed of the vehicle running backwards is increased, compared with the scheme that the accelerator pedal is deeply stepped on a ramp to generate driving torque, the depth of stepping on the accelerator pedal is obviously reduced, meanwhile, the linear relation between the opening of the accelerator pedal and the vehicle speed is improved, and the convenience of operation is improved.

FIG. 3 is a detailed schematic diagram of a reverse-up-hill auxiliary function activation confirmation step in one embodiment, as shown in FIG. 3, which may include: step S1: judging whether the gear of the vehicle is in the reverse gear or not; step S2: judging whether the vehicle is in a reversing and uphill state or not and whether the gradient information is in a preset range or not under the condition that the gear is in a reverse gear; step S3: if the vehicle is in a reversing and ascending state and the gradient information is in a preset range, judging whether the electronic parking brake system is in a release state or not; step S4: if the electronic parking brake system is in a release state, judging whether the vehicle speed is 0; step S5: if the vehicle speed is 0, judging whether the brake pedal is released; step S6: if the brake pedal is released, the reverse uphill assist function is activated.

It can be understood that after the reverse uphill auxiliary control function is started in step S1, the linear control motor controller may continuously determine whether the condition for activating the reverse uphill auxiliary function is satisfied, where the reverse uphill auxiliary control function may be turned on and off by the driver through a physical key switch or a soft switch of the vehicle.

The brake-by-wire controller may first determine whether the gear of the vehicle is in the reverse gear, and if so, proceed to the next step S2 to determine whether the vehicle is in the reverse uphill state, and whether the gradient information is within the preset range.

Specifically, the brake-by-wire controller may determine whether the vehicle is in a reverse uphill state according to the posture of the vehicle, for example, if the gradient is negative, it is determined that the vehicle is in a reverse uphill state.

The lower limit value of the preset range is a gradient threshold value 1, the gradient threshold value 1 is the gradient of the idle creep driving torque of the vehicle capable of ensuring the vehicle to be stationary or to move backwards at a low speed, the gradient threshold value 1 is generally 5-10%, and the gradient threshold value 1 can be specifically determined according to calibration of the vehicle.

The upper limit value of the preset range is a gradient threshold value 2, the gradient threshold value 2 is the maximum gradient limit which enables the auxiliary control precision of the gradient maintenance vehicle speed upper limit to meet the requirement when the vehicle is reversed, the gradient threshold value 2 is generally more than 20%, and the auxiliary control precision can be calibrated and determined according to the vehicle.

If the vehicle is in a reverse uphill state and the gradient information is within a preset range, a next step S3 is entered to determine whether the electronic parking brake system is in a released state. If the electronic parking brake system is not in a released state, the step S1 is needed to be returned to wait for the driver to manually release the electronic parking brake system.

If the electronic parking brake system is in a release state, the next step S4 is carried out to judge whether the vehicle speed is 0, and if the vehicle speed is 0, the next step S5 is carried out to judge whether the brake pedal is released when the driver presses the brake to keep the vehicle stationary and not to slide forward. If the vehicle speed is not 0, the process returns to step S0, and the driver waits for control of the vehicle to remain stationary on the ramp.

If the brake pedal is released, the condition of activating the reversing and ascending auxiliary function is met, the reversing and ascending auxiliary function is switched from the standby state to the activated state in the next step S6, and the reversing and ascending control method of the vehicle is executed.

Of course, the brake-by-wire controller may also determine whether a condition for exiting the reverse uphill auxiliary function is satisfied, and if so, enter step S7 to exit the reverse uphill auxiliary function, where the condition for exiting the reverse uphill auxiliary function includes, but is not limited to, the driver pressing the brake pedal to apply a brake to the vehicle, the gradient information of the position where the vehicle is located does not satisfy the gradient range requirement, or the reverse uphill auxiliary function is turned off.

The embodiment of the application provides preconditions for realizing the reversing control of the vehicle by activating and controlling the reversing and ascending auxiliary functions, and improves the accuracy of the speed control when the vehicle reverses.

The following describes an embodiment of the device according to the present application, which may be used to implement the method for controlling reverse and uphill of a vehicle according to the above embodiment of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method for controlling reverse and uphill of a vehicle.

Referring to fig. 4, a block diagram of a control apparatus for reverse ascent of a vehicle in an embodiment of the present application is shown.

As shown in fig. 4, a control device for reversing and ascending a vehicle according to an embodiment of the present application includes: a driving torque determination unit 401, a torque increment determination correction unit 402, and a target torque determination unit 403, wherein the driving torque determination unit 401 is configured to output driving torque to the powertrain controller to control the vehicle to remain stationary or travel backward at a vehicle speed lower than a preset threshold value, in a case where a reverse uphill assist function is activated and a brake pedal is detected to be released; a torque increment determination and correction unit 402, configured to obtain a torque increment corresponding to an opening degree of an accelerator pedal when the brake pedal is completely released, and correct the torque increment to obtain a target increment; a target torque determining unit 403 for obtaining a target torque based on the target increment and the driving torque, and outputting the target torque to the powertrain controller to control the vehicle speed of the vehicle traveling backward.

In some embodiments of the present application, based on the foregoing, the torque increment determination and correction unit 402 is further configured to determine a correction coefficient corresponding to gradient information of a position where the vehicle is located; and correcting the torque increment according to a correction coefficient, wherein the correction coefficient is greater than or equal to 1 and is in direct proportion to the gradient information.

In some embodiments of the present application, the target torque determining unit 403 is further configured to determine the sum of the target increment and the driving torque as the target torque based on the foregoing scheme.

In some embodiments of the present application, based on the foregoing, the driving torque determining unit 401 is further configured to determine a preset threshold according to gradient information of a location where the vehicle is located, where the gradient information is proportional to the preset threshold.

In some embodiments of the present application, based on the foregoing aspect, the control device for reversing the vehicle to an uphill includes: and a reverse uphill auxiliary function activating unit (not shown) for determining whether to activate the reverse uphill auxiliary function according to a plurality of gears of the vehicle, gradient information of the position, state of the electronic parking brake system, and vehicle speed.

In some embodiments of the present application, based on the foregoing solutions, the reverse uphill auxiliary function activating unit is further configured to determine whether the vehicle is in a reverse uphill state and whether the gradient information is within a preset range when the gear is in a reverse gear; if the vehicle is in a reversing and ascending state and the gradient information is in a preset range, judging whether the electronic parking brake system is in a release state or not; if the electronic parking brake system is in a release state, judging whether the vehicle speed is 0; if the vehicle speed is 0, judging whether the brake pedal is released; if the brake pedal is released, the reverse uphill assist function is activated.

Based on the same inventive concept, an embodiment of the present application further provides a control device for vehicle reverse and uphill, referring to fig. 5, which is a schematic structural diagram of the control device for vehicle reverse and uphill in the embodiment of the present application, where the control device for vehicle reverse and uphill includes one or more memories 504, one or more processors 502, and at least one computer program (computer program instruction) stored in the memories 504 and capable of running on the processors 502, and when the processors 502 execute the computer program, the foregoing method is implemented.

Where in FIG. 5 a bus architecture (represented by bus 500), bus 500 may include any number of interconnected buses and bridges, with bus 500 linking together various circuits, including one or more processors, represented by processor 502, and memory, represented by memory 504. Bus 500 may also link together various other circuits such as peripheral devices, voltage regulators, power management circuits, etc., as are well known in the art and, therefore, will not be described further herein. Bus interface 505 provides an interface between bus 500 and receiver 501 and transmitter 503. The receiver 501 and the transmitter 503 may be the same element, i.e. a transceiver, providing a means for communicating with various other apparatus over a transmission medium. The processor 502 is responsible for managing the bus 500 and general processing, while the memory 504 may be used to store data used by the processor 502 in performing operations.

FIG. 6 is a schematic structural diagram of a control system for a reverse uphill of a vehicle according to an embodiment, and as shown in FIG. 6, the control system for a reverse uphill of a vehicle may include: travel sensor, brake pedal, accelerator pedal position sensor, powertrain actuator, powertrain controller, and vehicle reverse and uphill control device (i.e., brake-by-wire controller) as described above; the control equipment for reversing and ascending the vehicle is connected with the brake pedal through a travel sensor and is used for determining whether the brake pedal is released according to the travel of the brake pedal output by the travel sensor; the control equipment for the vehicle reversing and ascending is also connected with the accelerator pedal through the power assembly controller and the accelerator pedal position sensor in sequence and is used for determining a torque increment corresponding to the opening of the accelerator pedal according to the opening of the accelerator pedal output by the accelerator pedal position sensor; the control device for the vehicle to reverse and go uphill is also connected with a power assembly actuator through a power assembly controller and is used for controlling the vehicle speed of the vehicle to keep static or the vehicle to travel backwards.

In some embodiments, the control system for reversing the vehicle uphill may further include: a reversing uphill auxiliary control switch, a linear control brake actuator, a wheel speed sensor and an inertia sensor; the reversing uphill auxiliary control switch is connected with the power assembly controller or the linear control dynamic controller and is used for controlling the opening and closing of reversing uphill auxiliary functions; the linear control actuator is connected with the control equipment for reversing and ascending the vehicle and is used for executing the brake hydraulic pressure output by the control equipment for reversing and ascending the vehicle; the control equipment for reversing and ascending the vehicle is also connected with the wheel speed sensor and is used for determining the speed of the vehicle according to the wheel speed signal output by the wheel speed sensor; the control equipment for the vehicle reversing and ascending is also connected with the inertia sensor and used for determining gradient information of the position of the vehicle according to the acceleration signal output by the inertia sensor.

In the implementation process, the wire control dynamic controller and the power assembly controller can be connected through a communication wire so as to realize the interaction of signals such as driving torque, torque increment, reversing and uphill auxiliary function states and the like.

Based on the same inventive concept, embodiments of the present application provide a computer-readable storage medium having stored therein at least one computer program instruction that is loaded and executed by a processor to implement operations performed by the method as described above.

The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software that is executed by a processor, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Other examples and implementations are within the scope and spirit of the application and the appended claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hardwired, or a combination of any of these. In addition, each functional unit may be integrated in one processing unit, each unit may exist alone physically, or two or more units may be integrated in one unit.

In the several embodiments provided in the present application, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, for example, may be a logic function division, and may be implemented in another manner, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.

The units described as separate components may or may not be physically separate, and components as control devices may or may not be physical units, may be located in one place, or may be distributed over a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, 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 part or all of the technical solution or in part in the form of a software product stored in a storage medium, including 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 method according to the embodiments of the present application. And the aforementioned storage medium includes: a usb disk, a Read-Only Memory (ROM), a random access Memory (RAM, randomAccess Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing computer program instructions.

The above description is only an example of the present application and is not intended to limit the present application, but various modifications and variations can be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims (10)

1. A control method for a reverse uphill of a vehicle, which is applied to a brake-by-wire controller, and is characterized by comprising the following steps:

outputting a driving torque to the powertrain controller to control the vehicle to remain stationary or to travel backward at a vehicle speed below a preset threshold under the condition that the reverse uphill assist function is activated and the brake pedal is detected to be released;

under the condition that the brake pedal is completely released, acquiring a torque increment corresponding to the opening degree of the accelerator pedal, and correcting the torque increment to obtain a target increment;

and obtaining a target torque according to the target increment and the driving torque, and outputting the target torque to the power assembly controller so as to control the vehicle speed of the vehicle running backwards.

2. The method for controlling a reverse ascent of a vehicle according to claim 1, wherein the correcting the torque increment includes:

determining a correction coefficient corresponding to gradient information of a position where the vehicle is located;

and correcting the torque increment according to the correction coefficient, wherein the correction coefficient is greater than or equal to 1 and is in direct proportion to the gradient information.

3. The method for controlling a reverse ascent of a vehicle according to claim 1, wherein the obtaining a target torque from the target increment and the driving torque includes:

and determining the sum of the target increment and the driving torque as the target torque.

4. The method for controlling a reverse uphill of a vehicle according to claim 1, further comprising:

and determining the preset threshold according to gradient information of the position of the vehicle, wherein the gradient information is in direct proportion to the preset threshold.

5. The method for controlling a reverse uphill of a vehicle according to claim 1, further comprising:

and determining whether to activate the reversing uphill auxiliary function according to a plurality of gears of the vehicle, gradient information of the position, state of the electronic parking brake system and vehicle speed.

6. The method according to claim 5, wherein determining whether to activate the reverse-up auxiliary function according to a plurality of the shift position of the vehicle, gradient information of the position, a state of an electronic parking brake system, and a vehicle speed, comprises:

judging whether the vehicle is in a reversing and ascending state or not and whether the gradient information is in a preset range or not under the condition that the gear is in a reverse gear;

if the vehicle is in the reversing uphill state and the gradient information is in the preset range, judging whether the electronic parking brake system is in a release state or not;

if the electronic parking brake system is in the release state, judging whether the vehicle speed is 0;

if the vehicle speed is 0, judging whether the brake pedal is released;

if the brake pedal is released, a reverse uphill assist function is activated.

7. A control device for a reverse uphill of a vehicle, applied to a brake-by-wire controller, characterized in that the device comprises:

a driving torque determination unit for outputting a driving torque to the powertrain controller to control the vehicle to remain stationary or to travel backward at a vehicle speed lower than a preset threshold value in a case where the reverse uphill assist function is activated and the brake pedal is detected to be released;

the torque increment correction unit is used for acquiring a torque increment corresponding to the opening degree of the accelerator pedal and correcting the torque increment to obtain a target increment under the condition that the brake pedal is completely released;

and the target torque determining unit is used for obtaining target torque according to the target increment and the driving torque and outputting the target torque to the power assembly controller so as to control the vehicle speed of the vehicle running backwards.

8. A control device for reverse and uphill of a vehicle, comprising a processor and a memory, characterized in that the memory stores computer program instructions executable by the processor, which processor, when executing the computer program instructions, carries out the instructions of the method according to any one of claims 1 to 6.

9. A control system for reversing an uphill vehicle, the system comprising: a stroke sensor, a brake pedal, an accelerator pedal position sensor, a powertrain actuator, a powertrain controller, and a vehicle reverse uphill control apparatus according to claim 8; wherein,

the control equipment for reversing the vehicle and ascending the slope is connected with the brake pedal through the travel sensor and is used for determining whether the brake pedal is released according to the travel of the brake pedal output by the travel sensor;

the control equipment for reversing the vehicle and ascending the slope is further connected with the accelerator pedal sequentially through the power assembly controller and the accelerator pedal position sensor and is used for determining a torque increment corresponding to the opening of the accelerator pedal according to the opening of the accelerator pedal output by the accelerator pedal position sensor;

the control equipment for the vehicle to reverse and ascend is also connected with the power assembly actuator through the power assembly controller and used for controlling the vehicle speed of the vehicle to keep stationary or the vehicle to travel backwards.

10. The vehicle reverse uphill control system of claim 9, further comprising: a reversing uphill auxiliary control switch, a linear control brake actuator, a wheel speed sensor and an inertia sensor; wherein,

the reversing uphill auxiliary control switch is connected with the power assembly controller or the linear control dynamic controller and is used for controlling the turning on and off of reversing uphill auxiliary functions;

the linear control actuator is connected with the control equipment for reversing and ascending the vehicle and is used for executing the brake hydraulic pressure output by the control equipment for reversing and ascending the vehicle;

the control equipment for reversing and ascending the vehicle is also connected with the wheel speed sensor and is used for determining the speed of the vehicle according to the wheel speed signal output by the wheel speed sensor;

the control equipment for the vehicle reversing and ascending is also connected with the inertia sensor and used for determining gradient information of the position of the vehicle according to the acceleration signal output by the inertia sensor.