Vehicle emergency braking method, device, transmission control unit and storage medium

Abstract

The application discloses a vehicle emergency braking method and device, a transmission control unit and a storage medium. The vehicle emergency braking method is applied to the transmission control unit and comprises the following steps: when a vehicle speed meets a first change condition, a current braking parameter of the vehicle is acquired; a current braking condition of the vehicle is determined according to the current braking parameter; when the current braking condition is determined as the static dangerous condition, a first instruction is sent to an electronic parking brake system, so that the electronic parking brake system brakes according to the first instruction. The method realizes timely control of the electronic parking brake system to brake after the static dangerous condition is met, and further realizes timely opening of the electronic parking brake system to brake the vehicle when the transmission control unit fails, thereby ensuring the safety of the vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle braking technology, in particular to a vehicle emergency braking method, device, transmission control unit and storage medium. BACKGROUND

[0002] Currently, vehicles are generally equipped with electronic shifters, and the electronic shifters generally have multiple positions. The driver can push the electronic shifter to generate a position signal, and the controller area network can send the position signal to the transmission control unit. After receiving the position information sent by the electronic shifter, the transmission control unit calculates the driver's desired gear position, including the parking gear, the reverse gear and the forward gear, in combination with the vehicle speed, braking and other vehicle information. After obtaining the driver's desired gear position, the transmission control unit drives the relevant execution components to execute the driver's desired gear position.

[0003] However, in the case of vehicle static state (usually vehicle speed ≤ 3 km / h), the vehicle may be mistakenly moved due to transmission electrical failure or mechanical failure, or the driver's desired gear position cannot enter the parking gear when the driver's desired gear position is the parking gear, and other dangerous working conditions, which may cause safety hazards to the vehicle and personnel. Therefore, how to emergency brake when a dangerous working condition occurs in the case of vehicle static state has become a problem to be solved at present. SUMMARY

[0004] The present application provides a vehicle emergency braking method, device, transmission control unit and storage medium to start the electronic parking brake system for braking in time when a dangerous working condition occurs in the case of vehicle static state, and ensure the safety of the vehicle.

[0005] According to an aspect of the present application, a vehicle emergency braking method is provided, wherein the method is applied to a transmission control unit, and the method comprises:

[0006] When the vehicle speed meets the first change condition, the current braking parameter of the vehicle is obtained;

[0007] The current braking condition of the vehicle is determined according to the current braking parameter;

[0008] When the current braking condition is determined as the static dangerous working condition, a first instruction is sent to the electronic parking brake system to make the electronic parking brake system brake according to the first instruction.

[0009] According to another aspect of the present application, a vehicle emergency braking device is provided, wherein the device is applied to a transmission control unit, and the device comprises:

[0010] A parameter acquisition module is configured to obtain the current braking parameter of the vehicle when the vehicle speed meets the first change condition;

[0011] A dangerous condition determination module is configured to determine the current braking condition of the vehicle according to the current braking parameter.

[0012] The vehicle braking module is used to send a first command to the electronic parking brake system when it determines that the current braking condition is a stationary dangerous condition, so that the electronic parking brake system can brake according to the first command.

[0013] According to another aspect of the present invention, a transmission control unit is provided, the transmission control unit comprising:

[0014] At least one processor;

[0015] and memory that is communicatively connected to at least one processor;

[0016] The memory stores a computer program that can be executed by at least one processor, which enables the at least one processor to perform a vehicle emergency braking method according to any embodiment of the present invention.

[0017] According to another aspect of the present invention, a computer-readable storage medium is provided, which stores computer instructions for causing a processor to execute a vehicle emergency braking method according to any embodiment of the present invention.

[0018] The technical solution of this invention obtains the vehicle's current braking parameters when the vehicle speed meets the first change condition, determines the vehicle's current braking condition based on the current braking parameters, and sends a first command to the electronic parking brake system when the current braking condition is determined to be a stationary dangerous condition, so that the electronic parking brake system can brake according to the first command. This achieves the following: after meeting the first change condition, it determines whether the vehicle meets the stationary dangerous condition. When the stationary dangerous condition is met, it sends a first command to the electronic parking brake system to make the electronic parking brake system brake. In the event of a fault in the transmission electronic control system and mechanical system, the electronic parking brake system can be activated in a timely manner to achieve vehicle braking and ensure vehicle safety.

[0019] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1This is a flowchart of a vehicle emergency braking method according to Embodiment 1 of the present invention;

[0022] Figure 2 This is a flowchart of a vehicle emergency braking method according to Embodiment 2 of the present invention;

[0023] Figure 3 This is a flowchart of a vehicle emergency braking method according to Embodiment 3 of the present invention;

[0024] Figure 4 This is a flowchart of a vehicle emergency braking method according to Embodiment 3 of the present invention;

[0025] Figure 5 This is a schematic diagram of a vehicle emergency braking system according to Embodiment 3 of the present invention;

[0026] Figure 6 This is a schematic diagram of the structure of a vehicle emergency braking device according to Embodiment 4 of the present invention;

[0027] Figure 7 This is a schematic diagram of the structure of a transmission control unit that implements a vehicle emergency braking method according to an embodiment of the present invention. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] Example 1

[0031] Figure 1This is a flowchart of a vehicle emergency braking method according to Embodiment 1 of the present invention. This embodiment is applicable to situations where the electronic parking brake system is controlled to perform emergency braking. The method can be executed by a vehicle emergency braking device, which can be implemented in hardware and / or software and can be configured in the transmission control unit. Figure 1 As shown, the method includes:

[0032] S110. When the vehicle speed meets the first change condition, obtain the vehicle's current braking parameters.

[0033] The first change condition can refer to a situation where the vehicle speed meets the requirements for obtaining the vehicle's current braking parameters. This first change condition can be preset based on the vehicle manufacturer's experience or user needs. In actual operation, the preset first change condition can include multiple scenarios. For example, it can include determining that the vehicle meets the first change condition when the vehicle speed change within a threshold time meets preset conditions; or, it can be determined that the vehicle meets the first change condition when the vehicle speed reaches a first speed limit and simultaneously decelerates to a second speed limit. The first speed limit can be the vehicle's maximum speed during current operation; the second speed limit can determine the vehicle's parking speed.

[0034] Current braking parameters can refer to parameters related to vehicle braking acquired at the current moment. In one embodiment, current braking parameters may include, but are not limited to, target gear, current actual gear, parking gear position sensor angle value, and transmitted torque data.

[0035] In the embodiments of the invention, it can be determined whether the vehicle speed meets a first change condition. When the vehicle speed meets the first change condition, the current braking parameters of the vehicle are obtained. In actual operation, the vehicle speed can be obtained according to a preset first change condition to determine whether the vehicle speed meets the first change condition. When the first change condition is that the change in vehicle speed within a threshold time meets a preset condition, the vehicle speed can be obtained at least twice within the threshold time to determine whether the change in vehicle speed meets the preset condition. When the change in vehicle speed within the threshold time meets the preset condition, it is determined that the vehicle speed meets the first change condition. For example, the preset condition can be that the vehicle speed has reached a first speed limit and the vehicle speed has decelerated to a second speed limit. The vehicle speed can be continuously obtained to determine whether the maximum speed of the vehicle during operation has reached the first speed limit, and then to determine whether the speed has decelerated to the second speed limit. When it is determined that the maximum speed of the vehicle during operation has reached the first speed limit and the speed has decelerated to the second speed limit, it is determined that the vehicle speed meets the first change condition. For example, the first speed limit may include, but is not limited to, 28 km / h, 29 km / h, 30 km / h, etc.; the second speed limit may include, but is not limited to, 0 km / h, 1 km / h, 3 km / h, etc.

[0036] When the vehicle speed meets the first change condition, the current braking parameters can be collected by preset sensors, including but not limited to the position sensor of the electronic shifter and the parking gear position sensor. In actual operation, the target gear can be calculated based on the position information sent by the position sensor on the electronic shifter, as well as vehicle information such as vehicle speed and brake pedal position. After collecting the current magnitude of the solenoid valve, the transmitted torque data can be determined based on the current magnitude, and the actual gear can be calculated based on the angle value of the parking gear position sensor and the current magnitude of the solenoid valve. In one embodiment, when the angle value of the parking gear position sensor is within the parking gear angle range and the transmission transmitted torque value calculated based on the solenoid valve current is 0, the actual gear is parking. When the angle value of the parking gear position sensor is outside the parking gear angle range and the transmission transmitted torque value calculated based on the solenoid valve current is 0, the actual gear is neutral. When the angle value of the parking gear position sensor is outside the parking gear angle range and the transmission transmitted torque value calculated based on the solenoid valve current is greater than 0, the actual gear is forward. When the angle value of the parking gear position sensor is within the non-parking gear angle range and the transmission torque value calculated based on the solenoid valve current is less than 0, the actual gear is reverse. The parking gear angle range can be preset.

[0037] S120. Determine the current braking condition of the vehicle based on the current braking parameters.

[0038] The current braking condition refers to a situation where the vehicle needs to brake urgently. The current braking condition includes both situations that meet the requirements for a stationary dangerous condition and situations that do not meet the requirements for a stationary dangerous condition.

[0039] In one embodiment, the static hazardous condition includes at least one of the following:

[0040] The driver is unable to engage the parking gear when he expects it, unexpectedly exits the parking gear, or the transmission transmits torque unexpectedly or in the opposite direction.

[0041] The inability to engage the parking gear when the driver intends to do so can mean that the driver cannot shift into the parking gear from the desired target gear within a threshold time period. When the driver changes gears, the transmission control unit (TCU) determines the target gear and controls the shift to the current actual gear according to the target gear within the threshold time period. When the driver's desired target gear is parking gear but the driver is unable to engage parking gear, this is identified as a stationary hazardous condition.

[0042] Unexpectedly exiting the parking gear can mean that the actual gear position is in the parking gear, but due to a malfunction of the solenoid valve or other reasons, the angle value of the gear position sensor exceeds the parking gear angle range when the driver is not operating the vehicle.

[0043] Unexpected transmission torque can refer to torque that is greater than 0 when the target gear and the current actual gear are both in neutral or park, which is not normally present. However, it can occur when there is a malfunction of the solenoid valve or other reasons.

[0044] Unexpected transmission of opposite torque can occur when both the target gear and the current gear are forward, due to a solenoid valve malfunction or other reasons, resulting in a backward torque transmission; or when both the target gear and the current gear are reverse, due to a solenoid valve malfunction or other reasons, resulting in a forward torque transmission.

[0045] In this embodiment of the invention, after obtaining the current braking parameters, the current braking condition can be determined based on these parameters. In actual operation, it can be first determined whether the current actual gear and the target gear are the same within a threshold time. If the current actual gear and the target gear are different within the threshold time, the current braking condition can be determined to be a stationary dangerous condition. If it is determined that the current actual gear and the target gear are the same within the threshold time, and both are in park, a preset threshold angle can be obtained to determine whether the angle value of the park gear position sensor exceeds the preset threshold angle. If the angle value of the park gear position sensor exceeds the preset threshold angle, it can be determined that the vehicle has unexpectedly exited park, thus determining the current braking condition to be a stationary dangerous condition. If both the current actual gear and the target gear are in neutral or park, the magnitude of the transmitted torque can be determined. If the magnitude of the transmitted torque is determined to be greater than 0, it is determined that the transmission is transmitting torque unexpectedly, thus determining the vehicle's current braking condition to be a stationary dangerous condition. When both the current gear and the target gear are forward, and the acquired transmitted torque is in the rearward direction, it is determined that the transmission is transmitting an unexpected torque in the opposite direction, thus defining the vehicle's current braking condition as a stationary dangerous condition. Similarly, when both the current gear and the target gear are reverse, and the acquired transmitted torque is in the forward direction, it is determined that the transmission is transmitting an unexpected torque in the opposite direction, thus defining the vehicle's current braking condition as a stationary dangerous condition. If the current braking condition does not meet the above-mentioned stationary dangerous condition requirements, then the current condition is determined to not meet the stationary dangerous condition requirements.

[0046] S130. When it is determined that the current braking condition is a stationary dangerous condition, a first command is sent to the electronic parking brake system so that the electronic parking brake system can brake according to the first command.

[0047] The Electronic Park Brake (EPB) system can be used to automatically control vehicle parking. The first command can be a command to control the electronic parking brake system to apply the brakes. In actual operation, the first command can be a rising edge signal that transitions from a low level to a high level; or it can be a falling edge signal that transitions from a high level to a low level.

[0048] In one embodiment of the invention, during vehicle operation, the TCU can send a high-level signal or a low-level signal to the EPB. When the current braking condition is an emergency condition, the TCU can generate a rising edge signal or a falling edge signal as a first command and send the first command to the EPB, so that the EPB can brake according to the first command. In one embodiment, when the vehicle starts running, it sends a high-level signal or a low-level signal to the EPB. When the current braking condition is an emergency condition, the TCU generates a rising edge signal or a falling edge signal as the first command.

[0049] In one embodiment, a vehicle speed flag can be set to generate a first command. The vehicle speed flag can be set to 0 by default when the transmission control unit is powered on. When the current braking condition is determined to meet the stationary dangerous condition, the vehicle speed flag changes to 1, at which point the first command is generated.

[0050] In this embodiment of the invention, when the vehicle speed meets a first change condition, the current braking parameters of the vehicle are obtained, and the current braking condition of the vehicle is determined based on the current braking parameters. When the current braking condition is determined to be a stationary dangerous condition, a first command is sent to the electronic parking brake system so that the electronic parking brake system can brake according to the first command. This realizes the determination of whether the vehicle meets the stationary dangerous condition after the first change condition is met, and when the stationary dangerous condition is met, a first command is sent to the electronic parking brake system so that the electronic parking brake system can brake. In the event of a fault in the transmission control unit, the electronic parking brake system can be activated in a timely manner to achieve vehicle braking and ensure vehicle safety.

[0051] In one embodiment, the vehicle emergency braking method further includes:

[0052] When the current hazardous condition does not meet the static hazardous condition, determine whether the current hazardous condition meets the condition for removing the static hazardous condition.

[0053] When the current dangerous condition meets the condition for the static dangerous condition to be resolved, a second instruction is generated;

[0054] The second command is transmitted to the electronic parking brake system so that the second command controls the electronic parking brake system to maintain its original state.

[0055] The second instruction can be a command to control the electronic parking brake system to maintain its original state. The second instruction can also be a reset instruction, restoring the command signal to its initial value without affecting the parking state of the electronic parking brake system. For example, when a high-level signal is sent to the electronic parking brake system while the vehicle is running, the second instruction can be a high-level signal; when a low-level signal is sent to the electronic parking brake system while the vehicle is running, the second instruction can be a low-level signal. In other words, no rising or falling edge signal is generated to enable the electronic parking brake system.

[0056] In this embodiment of the invention, when the current dangerous operating condition does not meet the stationary dangerous operating condition, it can be determined whether the current dangerous operating condition meets the condition for releasing the stationary dangerous operating condition. In actual operation, not meeting the stationary dangerous operating condition can be considered as meeting the condition for releasing the stationary dangerous operating condition. This can occur after the stationary dangerous operating condition is met, by re-energizing the vehicle and determining whether the condition for releasing the stationary dangerous operating condition is met. When the current dangerous operating condition meets the condition for releasing the stationary dangerous operating condition, a second command is generated and transmitted to the electronic parking brake system to control the electronic parking brake system to maintain its original state.

[0057] In one embodiment, when the vehicle speed reaches the first speed limit but the vehicle speed does not decelerate to the second speed limit, that is, when the vehicle speed is greater than the second speed limit, a second command can be generated to keep the electronic parking brake system in its original state.

[0058] In one embodiment, when the electronic parking brake system is activated, the driver can independently control the activation or deactivation of the electronic parking brake system, thereby improving user usability while ensuring vehicle safety.

[0059] Example 2

[0060] Figure 2 This is a flowchart of a vehicle emergency braking method according to Embodiment 2 of the present invention. This embodiment is a further explanation of a vehicle emergency braking method based on the above embodiments. Figure 2 As shown, the method includes:

[0061] S210. When the vehicle speed meets the first change condition, collect the target gear, the current actual gear, and the angle value of the parking gear position sensor.

[0062] In this embodiment, once the vehicle speed meets the first change condition, the target gear, the current actual gear, and the angle value of the parking gear position sensor can be collected. During actual operation, the target gear can be determined based on the driver's operation of the electronic gear shifter combined with other vehicle information such as vehicle speed and brake pedal position. The angle value of the parking gear position sensor can be determined by extracting data from the parking gear position sensor. The parking gear position sensor can be used to determine whether parking is completed or disengaged. The current actual gear can be determined jointly by the parking gear position sensor angle value and the solenoid valve status information. The solenoid valve status information includes normal solenoid valve current values ​​and fault values, where solenoid valve faults include short circuits, open circuits, and jamming.

[0063] In one embodiment, satisfying the first change condition includes:

[0064] When the vehicle speed reaches the first speed limit and the vehicle speed decelerates to the second speed limit, the vehicle is determined to meet the first change condition.

[0065] The first speed limit can refer to the maximum speed the vehicle can currently operate at; the second speed limit can be used to determine the vehicle's parking speed. In actual operation, the first and second speed limits can be preset based on the vehicle manufacturer's experience or user requirements. For example, the first speed limit may include, but is not limited to, 28 km / h, 29 km / h, 30 km / h, etc.; the second speed limit may include, but is not limited to, 0 km / h, 1 km / h, 2 km / h, etc.

[0066] In the embodiments of the invention, it can be first determined whether the maximum speed of the vehicle during its current operation exceeds a first speed limit. When the maximum speed exceeds the first speed limit, it is determined whether the current speed is reduced to a second speed limit. When the current speed is reduced to the second speed limit, it is determined that the vehicle meets the first change condition.

[0067] S220. When the target gear is determined to be the same as the current actual gear, the current of the solenoid valve is collected, and the transmitted torque data is determined according to the current magnitude. The transmitted torque data includes the magnitude and direction of the transmitted torque.

[0068] Among them, solenoid valves are electromagnetically controlled industrial devices. The magnitude of the current in the solenoid valve can be determined, and the transmitted torque data can be determined based on the current magnitude. Transmitted torque data refers to the conversion of torque into force applied to the wheels through mechanical transmission; the transmitted torque data includes both the magnitude and direction of the transmitted torque.

[0069] In this embodiment of the invention, it can be determined whether the target gear is the same as the current actual gear. When the target gear is the same as the actual gear, the current of the solenoid valve is collected, and the transmitted torque data is determined according to the current magnitude. In actual operation, a mapping relationship between current magnitude and transmitted torque data can be preset, and the transmitted torque data corresponding to the current magnitude can be determined according to the mapping relationship.

[0070] S230: The target gear, the current actual gear, the angle value of the parking gear position sensor, and the transmitted torque data are used as the vehicle's current braking parameters.

[0071] In the embodiments of the invention, after obtaining the target gear, the current actual gear, the angle value of the parking gear position sensor, and the transmitted torque data, the target gear, the current actual gear, the angle value of the parking gear position sensor, and the transmitted torque data can be used as the current braking parameters of the vehicle.

[0072] S240. When the target gear is different from the current actual gear within a threshold time, the current braking condition of the vehicle is determined to be a stationary dangerous condition.

[0073] The threshold time refers to the time during which the target gear is used as the current actual gear. When the driver shifts gears, the transmission control unit can determine the target gear and control the shifting of the current actual gear according to the target gear within the threshold time.

[0074] In the embodiment of the invention, when the target gear is different from the current actual gear within a threshold time, the current actual gear does not switch according to the target gear, and it can be considered that the vehicle is not working normally, and the current braking condition of the vehicle is determined to be a stationary dangerous condition.

[0075] S250. When both the target gear and the current actual gear are in parking gear within a threshold time, and the angle value of the parking gear position sensor exceeds a preset threshold angle, the current braking condition of the vehicle is determined to be a stationary dangerous condition.

[0076] In this embodiment of the invention, when the target gear and the current actual gear are both in parking gear within a threshold time period, a preset threshold angle is extracted to determine whether the parking gear position sensor angle value exceeds the preset threshold angle. When the parking gear position sensor angle value exceeds the preset threshold angle, it is determined that the vehicle's current braking condition meets the stationary dangerous condition; conversely, when the parking gear position sensor angle value does not exceed the preset threshold angle, it is determined that the vehicle's current braking condition does not meet the stationary dangerous condition.

[0077] S260. When both the target gear and the current actual gear are in neutral or park within a threshold time, and the transmitted torque is greater than 0, the vehicle's current braking condition is determined to be a stationary dangerous condition.

[0078] In this embodiment of the invention, when both the current actual gear and the target gear are in neutral or park within a threshold time period, the magnitude of the transmitted torque can be determined. Since the magnitude of the transmitted torque should be 0 under normal circumstances, when the magnitude of the transmitted torque is determined to be greater than 0, the current braking condition of the vehicle is determined to be a stationary dangerous condition.

[0079] S270. When the target gear is the same as the current actual gear within a threshold time, and the direction of the transmitted torque is opposite to the preset expected transmitted torque, the current braking condition of the vehicle is determined to be a stationary dangerous condition.

[0080] The preset expected transmission torque can be the expected transmission torque set during normal vehicle operation. For example, when the actual gear is forward, the preset expected transmission torque is forward; when the actual gear is reverse, the preset expected transmission torque is backward.

[0081] In an embodiment of the invention, when the target gear is the same as the current actual gear within a threshold time, the desired torque direction should be the same as the preset desired torque transmission direction. When the torque transmission direction is opposite to the preset desired torque transmission direction, the current braking condition of the vehicle is determined to be a stationary dangerous condition. In one embodiment, when both the current actual gear and the target gear are forward gears, the preset desired torque transmission direction is forward; when the obtained torque transmission direction is backward, the current braking condition of the vehicle is determined to be a stationary dangerous condition. Similarly, when both the current actual gear and the target gear are reverse gears, the preset desired torque transmission direction is backward; when the obtained torque transmission direction is forward, the current braking condition of the vehicle is determined to be a stationary dangerous condition.

[0082] S280. When the current braking condition meets the static danger condition, generate the first command.

[0083] In the embodiments of the invention, when it is determined that the current braking condition meets the static dangerous condition, a first command can be generated. The level signal sent by the current transmission control unit to the electronic parking brake system can be determined, and an opposite level signal can be sent to generate a rising edge signal or a falling edge signal, which is then used as the first command. In actual operation, when the current transmission control unit sends a high-level signal to the electronic parking brake system, this high-level signal represents the release of the parking brake, and a low-level signal is generated to produce a falling edge signal as the first command; when the current transmission control unit sends a low-level signal to the electronic parking brake system, this low-level signal represents the release of the parking brake, and a high-level signal is generated to produce a rising edge signal as the first command.

[0084] In one embodiment, a speed flag can be set to generate a first command. When the vehicle speed reaches a first speed limit, the speed flag can be set to 0. When the vehicle speed decelerates to a second speed limit, if the current braking condition meets the stationary dangerous condition, the speed flag becomes 1, and the first command is generated.

[0085] S290. Transmit the first command to the electronic parking brake system so that the first command controls the electronic parking brake system to brake.

[0086] In an embodiment of the invention, after the first instruction is generated, the first instruction is transmitted to the electronic parking brake system so that the first instruction controls the electronic parking brake system to brake.

[0087] In this embodiment of the invention, when the vehicle speed meets the first change condition, the target gear, the current actual gear, and the angle value of the parking gear position sensor are collected. If the target gear and the current actual gear are the same, the current magnitude of the solenoid valve is collected, and the transmitted torque data is determined according to the current magnitude. The target gear, the current actual gear, the parking gear position sensor angle value, and the transmitted torque data are used as the vehicle's current braking parameters. When the target gear and the current actual gear are different within a threshold time, the vehicle's current braking condition is determined to be a stationary dangerous condition. When both the target gear and the current actual gear are in parking gear within the threshold time, and the parking gear position sensor angle value exceeds a preset threshold angle, the vehicle's current braking condition is determined to be a stationary dangerous condition. When both the target gear and the current actual gear are in neutral or parking gear within the threshold time, and the transmitted torque is greater than 0, the vehicle's current braking condition is determined to be a stationary dangerous condition. When the target gear and the current actual gear are the same within the threshold time, and the direction of the transmitted torque is opposite to the preset expected transmitted torque, the vehicle's current braking condition is determined to be a stationary dangerous condition. When the current braking condition meets the criteria for a stationary dangerous condition, a first command is generated and transmitted to the electronic parking brake system, causing the first command to control the electronic parking brake system to apply the brakes. This enables the electronic parking brake system to apply the brakes when a stationary dangerous condition is determined, ensuring vehicle safety and improving the user experience.

[0088] Example 3

[0089] Figure 3 This is a flowchart of a vehicle emergency braking method according to Embodiment 3 of the present invention, applied to a transmission control unit. This embodiment is a further explanation of a vehicle emergency braking method based on the above embodiments. Figure 3 As shown, the method includes:

[0090] S301. Determine whether the vehicle's current speed exceeds the first speed limit. The first speed limit can be in the range of 0-30 km / h, for example, 28 km / h, 29 km / h, or 30 km / h.

[0091] S302. If the vehicle speed exceeds the first speed limit during operation, the speed flag is set to 0. The speed flag is set to 0 by default when the transmission control unit is first powered on.

[0092] S303. If it is determined that the vehicle speed is greater than the first speed limit, then determine whether the vehicle speed is less than or equal to the second speed limit.

[0093] S304. If the vehicle speed is less than or equal to the second speed limit, determine whether the current braking condition meets the requirements for a stationary dangerous condition.

[0094] S305. If the vehicle speed is greater than the second speed limit, it is determined that the current braking condition does not meet the stationary dangerous condition, and a second instruction is generated.

[0095] S306. If the current braking condition meets the stationary dangerous condition and the vehicle speed flag is equal to 0, the vehicle speed flag changes to 1. Then, a first command is generated. The first command may include the rising edge of the EPB request action signal changing from "disabled" to "enabled". The second vehicle speed limit can range from 0 to 3 km / h, for example, 0 km / h, 1 km / h, and 3 km / h. The value of the second vehicle speed limit should be less than the value of the first vehicle speed limit.

[0096] S307. When the vehicle speed flag changes to 1, a rising edge signal is generated as the first instruction.

[0097] S308. Transmit the first command to the electronic parking brake system so that the first command controls the electronic parking brake system to brake.

[0098] S309. If the current braking condition does not meet the requirements of the stationary danger condition, determine whether the current braking condition meets the requirements of the stationary danger condition.

[0099] In one embodiment, a static hazardous condition may include at least one of the following: the driver is unable to engage P gear when he expects to engage P gear, unexpectedly exits P gear (normally P gear), unexpected transmission torque (normally no torque is transmitted), and unexpected transmission of opposite torque (normally forward torque is transmitted but unexpectedly reverse torque is transmitted, or normally reverse torque is transmitted but unexpectedly forward torque is transmitted).

[0100] S310. If the current braking condition meets the requirements for eliminating the danger of being stationary, generate a second instruction.

[0101] S311. Transmit a second command to the electronic parking brake system so that the second command controls the electronic parking brake system to maintain its original state.

[0102] In one embodiment, Figure 4 This is a flowchart of a vehicle emergency braking method according to Embodiment 3 of the present invention, applied to an electronic parking brake system, such as... Figure 4 As shown, the method includes:

[0103] S410. When the electronic parking brake system is not in the open state, the electronic parking brake system receives the first command transmitted by the transmission control unit.

[0104] S420: The electronic parking brake system has detected the first command sent by the transmission control unit.

[0105] S430. Determine that the electronic parking brake system meets the conditions for activation.

[0106] S440, the electronic parking brake system activates to brake the vehicle.

[0107] In one embodiment, when the electronic parking brake system is activated, the driver can independently control the activation or deactivation of the electronic parking brake system, thereby improving user usability while ensuring vehicle safety.

[0108] In one embodiment, Figure 5 This is a structural schematic diagram of a vehicle emergency braking system according to Embodiment 3 of the present invention. Figure 5 As shown, the system includes a transmission information input module 51, a transmission control unit 52, an EPB controller 53, and an EPB actuator 54.

[0109] The transmission information input module 51 is used to obtain the vehicle's current braking parameters.

[0110] The transmission control unit 52 is used to determine whether the vehicle speed meets the first change condition, and when the vehicle speed meets the first change condition, to determine whether the current braking condition meets the stationary dangerous condition. When the current braking condition meets the stationary dangerous condition, a first command is generated and transmitted to the EPB controller.

[0111] Specifically, determining that the vehicle speed meets the first change condition means that the vehicle speed has reached the first speed limit and the vehicle speed has decelerated to the second speed limit.

[0112] EPB controller 53 is used to control the EPB actuator to brake upon receiving a first instruction.

[0113] EPB actuator 54 is used to apply braking to the vehicle.

[0114] Example 4

[0115] Figure 6 This is a structural schematic diagram of a vehicle emergency braking device according to Embodiment 4 of the present invention. Figure 6 As shown, the device includes: a parameter acquisition module 61, a hazard determination module 62, and a vehicle braking module 63.

[0116] The parameter acquisition module 61 is used to acquire the current braking parameters of the vehicle when the vehicle speed meets the first change condition.

[0117] The hazard determination module 62 is used to determine the current braking condition of the vehicle based on the current braking parameters.

[0118] The vehicle braking module 63 is used to send a first command to the electronic parking brake system when it is determined that the current braking condition is a stationary dangerous condition, so that the electronic parking brake system can brake according to the first command.

[0119] In this embodiment of the invention, the parameter acquisition module acquires the vehicle's current braking parameters when the vehicle speed meets the first change condition. The hazard determination module determines the vehicle's current braking condition based on the current braking parameters. When the vehicle braking module determines that the current braking condition is a stationary hazard condition, it sends a first command to the electronic parking brake system to cause the electronic parking brake system to brake according to the first command. This achieves the goal of determining whether the vehicle meets the stationary hazard condition after the first change condition is met. When the stationary hazard condition is met, a first command is sent to the electronic parking brake system to cause the electronic parking brake system to brake. In the event of a fault in the transmission control unit, the electronic parking brake system is activated in a timely manner to achieve vehicle braking and ensure vehicle safety.

[0120] In one embodiment, the vehicle speed in the parameter acquisition module 61 satisfies the first change condition, including:

[0121] When the vehicle speed reaches the first speed limit and the vehicle speed decelerates to the second speed limit, the vehicle is determined to meet the first change condition.

[0122] In one embodiment, the static hazardous condition determined by the hazard determination module 62 includes at least one of the following:

[0123] The driver is unable to engage the parking gear when he expects it, unexpectedly exits the parking gear, or the transmission transmits torque unexpectedly or in the opposite direction.

[0124] In one embodiment, the parameter acquisition module 61 includes:

[0125] The first parameter acquisition unit is used to acquire the target gear, the current actual gear, and the angle value of the parking gear position sensor.

[0126] The second parameter acquisition unit is used to acquire the current of the solenoid valve when the target gear is the same as the current actual gear, and to determine the transmitted torque data according to the current magnitude. The transmitted torque data includes the magnitude and direction of the transmitted torque.

[0127] The parameter determination unit is used to use the target gear, the current actual gear, the angle value of the parking gear position sensor, and the transmitted torque data as the vehicle's current braking parameters.

[0128] In one embodiment, the hazard determination module 62 includes:

[0129] The first working condition determination unit is used to determine the current braking condition of the vehicle as a stationary dangerous condition when the target gear is different from the current actual gear within a threshold time.

[0130] The second working condition determination unit is used to determine that the current braking condition of the vehicle meets the requirements of a stationary dangerous working condition when both the target gear and the current actual gear are in parking gear within a threshold time, and the angle value of the parking gear position sensor exceeds a preset threshold angle.

[0131] The third working condition determination unit is used to determine the current braking condition of the vehicle as a stationary dangerous condition when both the target gear and the current actual gear are in neutral or parking gear within a threshold time, and the transmitted torque is greater than 0.

[0132] The fourth operating condition determination unit is used to determine the current braking condition of the vehicle as a stationary dangerous condition when the target gear is the same as the current actual gear within a threshold time, and the direction of the transmitted torque is opposite to the preset expected transmitted torque.

[0133] In one embodiment, the vehicle braking module 63 includes:

[0134] The instruction generation unit is used to generate a first instruction when the current braking condition meets the static dangerous condition.

[0135] The command transmission unit is used to transmit a first command to the electronic parking brake system so that the first command controls the electronic parking brake system to brake.

[0136] In one embodiment, a vehicle emergency braking device further includes:

[0137] The hazard removal determination module is used to determine whether the current hazardous condition meets the criteria for removing the static hazardous condition when the current hazardous condition does not meet the criteria for the static hazardous condition.

[0138] The instruction generation module is used to generate a second instruction when the current dangerous working condition meets the condition for releasing the static dangerous working condition;

[0139] The command control module is used to transmit a second command to the electronic parking brake system so that the second command controls the electronic parking brake system to maintain its original state.

[0140] The vehicle emergency braking device provided in this embodiment of the invention can execute a vehicle emergency braking method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the method.

[0141] Example 5

[0142] Figure 7 This is a schematic diagram of the structure of a transmission control unit 10 implementing a vehicle emergency braking method according to an embodiment of the present invention. The transmission control unit is a control module that controls the transmission mechanical structure for vehicle starting and gear shifting. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the invention described and / or claimed herein.

[0143] like Figure 7 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0144] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0145] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as vehicle emergency braking methods.

[0146] In some embodiments, the vehicle emergency braking method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle emergency braking method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the vehicle emergency braking method by any other suitable means (e.g., by means of firmware).

[0147] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0148] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0149] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0150] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0151] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0152] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0153] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0154] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle emergency braking method, characterized in that, Applied to the transmission control unit, including: When the vehicle speed meets the first change condition, obtain the vehicle's current braking parameters; The current braking condition of the vehicle is determined based on the current braking parameters; When the current braking condition is determined to be a stationary dangerous condition, a first command is sent to the electronic parking brake system so that the electronic parking brake system can brake according to the first command; The acquisition of the vehicle's current braking parameters includes: Collect the target gear, the current actual gear, and the angle value of the parking gear position sensor; When the target gear is determined to be the same as the current actual gear, the current of the solenoid valve is collected, and the transmitted torque data is determined according to the current magnitude. The transmitted torque data includes the magnitude and direction of the transmitted torque. The target gear, the current actual gear, the angle value of the parking gear position sensor, and the transmitted torque data are used as the current braking parameters of the vehicle. Wherein, determining the current braking condition of the vehicle based on the current braking parameters includes: When the target gear is different from the current actual gear within a threshold time, the current braking condition of the vehicle is determined to be a stationary dangerous condition. When both the target gear and the current actual gear are in parking gear within the threshold time, and the angle value of the parking gear position sensor exceeds the preset threshold angle, it is determined that the current braking condition of the vehicle meets the requirements of a stationary dangerous condition. When both the target gear and the current actual gear are in neutral or parking gear within the threshold time, and the transmitted torque is greater than 0, the current braking condition of the vehicle is determined to be a stationary dangerous condition. When the target gear is the same as the current actual gear within the threshold time, and the direction of the transmitted torque is opposite to the preset expected transmitted torque, the current braking condition of the vehicle is determined to be a stationary dangerous condition.

2. The method according to claim 1, characterized in that, The vehicle speed satisfying the first change condition includes: When the vehicle's speed reaches the first speed limit and the vehicle's speed decelerates to the second speed limit, it is determined that the vehicle meets the first change condition.

3. The method according to claim 1, characterized in that, The static hazardous operating condition includes at least one of the following: The driver is unable to engage the parking gear when he expects it, unexpectedly exits the parking gear, or the transmission transmits torque unexpectedly or in the opposite direction.

4. The method according to claim 1, characterized in that, When the current braking condition is determined to be the stationary dangerous condition, a first command is sent to the electronic parking brake system to cause the electronic parking brake system to brake according to the first command, including: When the current braking condition meets the static dangerous condition, a first instruction is generated; The first instruction is transmitted to the electronic parking brake system so that the first instruction controls the electronic parking brake system to brake.

5. The method according to claim 1, characterized in that, The method further includes: When the current braking condition does not meet the stationary danger condition, determine whether the current braking condition meets the condition for releasing the stationary danger condition; When the current braking condition satisfies the condition of eliminating the danger of being stationary, a second command is generated; The second command is transmitted to the electronic parking brake system so that the second command controls the electronic parking brake system to maintain its original state.

6. A vehicle emergency braking device, characterized in that, Applied to the transmission control unit, including: The parameter acquisition module is used to acquire the vehicle's current braking parameters when the vehicle speed meets the first change condition. A hazard determination module is used to determine the current braking condition of the vehicle based on the current braking parameters; The vehicle braking module is used to send a first command to the electronic parking brake system when it determines that the current braking condition is a stationary dangerous condition, so that the electronic parking brake system can brake according to the first command; The acquisition of the vehicle's current braking parameters includes: Collect the target gear, the current actual gear, and the angle value of the parking gear position sensor; When the target gear is determined to be the same as the current actual gear, the current of the solenoid valve is collected, and the transmitted torque data is determined according to the current magnitude. The transmitted torque data includes the magnitude and direction of the transmitted torque. The target gear, the current actual gear, the angle value of the parking gear position sensor, and the transmitted torque data are used as the current braking parameters of the vehicle. The hazard determination module includes: The first operating condition determination unit is used to determine that the current braking condition of the vehicle is a stationary dangerous condition when the target gear is different from the current actual gear within a threshold time. The second operating condition determination unit is used to determine that the current braking condition of the vehicle meets the requirements of a stationary dangerous operating condition when both the target gear and the current actual gear are in parking gear within the threshold time and the angle value of the parking gear position sensor exceeds a preset threshold angle. The third operating condition determination unit is used to determine that the current braking condition of the vehicle is a stationary dangerous condition when both the target gear and the current actual gear are in neutral or parking gear within the threshold time, and the transmitted torque is greater than 0. The fourth operating condition determination unit is used to determine that the current braking condition of the vehicle is a stationary dangerous condition when the target gear is the same as the current actual gear within the threshold time and the direction of the transmitted torque is opposite to the preset expected transmitted torque.

7. A transmission control unit, characterized in that, The transmission control unit includes: At least one processor; and a memory communicatively connected to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, which is then executed by the at least one processor to enable the at least one processor to perform the vehicle emergency braking method according to any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the vehicle emergency braking method according to any one of claims 1-5.

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