Control method of electronic stability control system, electronic equipment and vehicle

Abstract

The present invention discloses a control method, electronic device, and vehicle for an electronic stability control system. This invention relates to the field of intelligent vehicles. The method comprises: obtaining the vehicle's brake pressure in response to the vehicle being in an adaptive cruise deceleration condition; obtaining a gear position signal from the vehicle's automatic transmission in response to the brake pressure being greater than a calibrated value; and controlling the electronic stability control system based on the gear position signal from the automatic transmission. This invention addresses the technical problem in related arts of low vehicle stability during adaptive cruise deceleration.

Description

Technical Field

[0001] The present invention relates to the field of intelligent vehicles, and in particular to a control method, electronic equipment and vehicle of an electronic stability control system. Background Art

[0002] With the advancement of electronic control technology, current vehicles are widely equipped with Electronic Stability Controller (ESC). As the control unit of the vehicle's braking system, ESC has multiple functions. Among them, the deceleration control function of ESC can support the completion of the deceleration command issued by the Adaptive Cruise Control (ACC) system to complete the vehicle's deceleration operation.

[0003] For vehicles equipped with both ACC and electronic stability control (ESC), ACC sends a deceleration command to the ESC, thereby achieving vehicle deceleration. Upon receiving the deceleration command, the ESC then decelerates the vehicle through the hydraulic braking system. Throughout this process, the automatic transmission control unit (TCU), the controller of the automatic transmission, detects a decrease in vehicle speed and begins to control the automatic transmission to downshift to accommodate the change in speed. However, this downshifting process can cause changes in the vehicle's deceleration (this is more noticeable in hydraulic and dual-clutch automatic transmissions, typically manifested as a dragging sensation), which can reduce vehicle stability.

[0004] To address the above-mentioned problems, no effective solutions have been proposed so far. Summary of the Invention

[0005] Embodiments of the present invention provide a control method, electronic equipment, and vehicle for an electronic stability control system, to at least solve the technical problem in related arts of low vehicle stability during adaptive cruise deceleration.

[0006] According to one aspect of an embodiment of the present invention, a control method for an electronic stability control system is provided, comprising: obtaining the vehicle's brake pressure in response to the vehicle being in an adaptive cruise deceleration condition; obtaining a gear signal of the vehicle's automatic transmission in response to the brake pressure being greater than a calibrated value; and controlling the electronic stability control system based on the gear signal of the automatic transmission.

[0007] Optionally, the electronic stability control system is controlled based on the gear signal of the automatic transmission, including: determining a target control mode of the electronic stability control system based on the gear signal of the automatic transmission; and controlling the electronic stability control system based on the target control mode.

[0008] Optionally, based on the gear signal of the automatic transmission, the target control mode of the electronic stability control system is determined, including: in response to the gear signal of the automatic transmission switching from the first gear to the second gear, determining the target control mode based on the first gear; in response to the gear signal of the automatic transmission maintaining the first gear, determining the target control mode as a preset control mode.

[0009] Optionally, determining the target control mode based on the first gear includes: in response to the first gear being higher than the first preset gear, determining the target control mode as the first control mode; in response to the first gear being lower than or equal to the first preset gear and higher than the second preset gear, determining the target control mode as the second control mode, and the reduction value of the brake pressure corresponding to the second control mode is greater than the reduction value of the brake pressure corresponding to the first control mode; in response to the first gear being lower than or equal to the second preset gear, determining the target control mode as the third control mode, and the reduction value of the brake pressure corresponding to the third control mode is greater than the reduction value of the brake pressure corresponding to the second control mode.

[0010] Optionally, in response to the gear signal of the automatic transmission being to maintain the first gear, the target control mode is determined to be a preset control mode, and the reduction value of the brake pressure corresponding to the preset control mode is a preset value.

[0011] Optionally, the method further includes: acquiring a signal status of an adaptive cruise system on the vehicle; and determining that the vehicle is in an adaptive cruise deceleration condition in response to the signal status of the adaptive cruise system being a preset state.

[0012] Optionally, the method further includes: in response to the vehicle being in an adaptive cruise deceleration condition, controlling the vehicle to perform function initialization.

[0013] According to another aspect of an embodiment of the present invention, a control device for an electronic stability control system is provided, including: a first acquisition module for acquiring the vehicle's brake pressure in response to the vehicle being in an adaptive cruise deceleration condition; a second acquisition module for acquiring the vehicle's automatic transmission gear signal in response to the brake pressure being greater than a calibrated value; and a control module for controlling the electronic stability control system based on the automatic transmission gear signal.

[0014] According to another aspect of an embodiment of the present invention, a vehicle is provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor is configured to run the computer program to execute any one of the above-mentioned control methods for an electronic stability control system.

[0015] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided, in which a computer program is stored. The computer program is configured to execute any of the above-mentioned control methods for an electronic stability control system when executed by a processor.

[0016] In an embodiment of the present invention, the vehicle's brake pressure is obtained in response to the vehicle being in an adaptive cruise deceleration condition; a gear position signal of the vehicle's automatic transmission is obtained in response to the brake pressure being greater than a calibrated value; and an electronic stability control system is controlled based on the gear position signal of the automatic transmission. It is readily apparent that when the vehicle is in an adaptive cruise deceleration condition and the brake pressure is greater than a calibrated value, the vehicle's electronic stability control system can be controlled based on the gear position signal, thereby improving vehicle stability and thereby resolving the technical issue in related arts of low vehicle stability during adaptive cruise deceleration. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0018] Figure 1 is a flow chart of a control method of an electronic stability control system according to an embodiment of the present invention;

[0019] Figure 2 is a control flow chart of an optional electronic stability control system according to an embodiment of the present invention;

[0020] Figure 3 FIG. 4 is a schematic diagram of a control device of an electronic stability control system according to an embodiment of the present invention. DETAILED DESCRIPTION

[0021] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0022] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0023] Example 1

[0024] According to an embodiment of the present invention, an embodiment of a method for controlling an electronic stability control system is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0025] Figure 1 FIG. 1 is a flow chart of a control method of an electronic stability control system according to an embodiment of the present invention. Figure 1 As shown, the method includes the following steps:

[0026] Step S102 : In response to the vehicle being in an adaptive cruise deceleration state, obtaining the vehicle's brake pressure.

[0027] The above-mentioned vehicle may be a new energy electric vehicle, a traditional oil vehicle, or a hybrid vehicle. The present invention does not impose any specific restrictions on the type of vehicle.

[0028] The above-mentioned adaptive cruise deceleration operating condition can be that during the vehicle's driving, a distance sensor installed at the front of the vehicle, such as a radar, continuously scans the road in front of the vehicle, and at the same time uses a wheel speed sensor to collect vehicle speed signals. When the distance between the vehicle and the vehicle in front is less than a certain value, the ACC control unit can coordinate with the anti-lock braking system and the engine control system to brake the wheels.

[0029] In an optional embodiment, the real-time status of the vehicle can be monitored during driving. When it is detected that the vehicle is in an adaptive cruise deceleration condition, the vehicle's brake pressure can be obtained through the vehicle system, or the vehicle's brake pressure can be read in real time from the control area network (Controller Area Network, referred to as CAN bus). In this way, the vehicle can be controlled when the brake pressure is high, thereby improving the stability of the vehicle under the adaptive cruise deceleration condition.

[0030] Step S104 , in response to the brake pressure being greater than a calibrated value, obtaining a gear position signal of an automatic transmission of the vehicle.

[0031] The above calibration value can be estimated by performing multiple tests. Optionally, the present invention does not impose any specific limitation on the size of the calibration value, and the size of the calibration value can be set by those skilled in the art according to their needs.

[0032] The above-mentioned brake pressure can be the pressure applied by the brake to the brake system.

[0033] The above-mentioned automatic transmission can be a hydraulic automatic transmission (Automatic Transmission abbreviated as AT), a mechanical continuously variable transmission (Continuous Variable Transmission abbreviated as CVT), an electronically controlled mechanical automatic transmission (Advanced Manufacturing Technology abbreviated as AMT) and a dual clutch automatic transmission (Dual Clutch Transmission abbreviated as DCT).

[0034] Hydraulic transmissions achieve automatic shifting through a combination of hydraulic transmission and planetary gears. They typically consist of a torque converter, planetary gear mechanism, shift actuator, shift control system, and shift manipulation system. A mechanical continuously variable transmission (CVT) is characterized by a continuous series of speed ratios rather than discrete points. This allows for better coordination between vehicle driving conditions and engine load, fully utilizing the engine's potential and improving vehicle fuel economy. Electronically controlled mechanical automatic transmissions (EMTs) are an improvement on traditional manual gear transmissions, combining the advantages of both automatic and manual transmissions to form an integrated electromechanical, hydraulic, and mechanical transmission. Dual-clutch automatic transmissions utilize two clutches, alternating between them to achieve seamless shifting.

[0035] The above-mentioned gear signal can be the current gear of the automatic transmission control unit TCU, and the current gear change. The gear value in the gear signal is related to the vehicle model. Take the following example for introduction. Assuming that the automatic transmission is an 8AT transmission model, the gear value of the current gear can include 1st gear, 2nd gear, 3rd gear, 4th gear, 5th gear, 6th gear, 7th gear, and 8th gear. Optionally, different gears can be graded. 1st gear and 2nd gear can be considered as low gears, 3rd gear, 4th gear and 5th gear can be considered as middle gears, and 6th gear, 7th gear and 8th gear can be considered as high gears. Specifically, the gear level can be set by technical personnel in this field according to needs. Optionally, the gear signal can be represented by an indicator light or an alarm. Optionally, assuming that the gear signal is represented by an indicator light, different gear signals can correspond to indicator lights of different colors. Optionally, assuming that the gear signal is represented by an alarm, different gear signals can correspond to different alarm sounds. Furthermore, the gear information contained in the gear signal can be determined based on the different colors of the indicator lights representing the gear signal and the different alarm sounds representing the gear signal.

[0036] In an optional embodiment, after the vehicle's brake pressure is obtained, the pressure value of the brake pressure can be compared with a pre-set calibration value. When the pressure value of the brake pressure is greater than the pre-set calibration value, the vehicle system can obtain the gear signal of the automatic transmission on the vehicle.

[0037] Step S106: Control the electronic stability control system based on the gear position signal of the automatic transmission.

[0038] The electronic stability system described above can be used to analyze various vehicle driving status information transmitted from different sensors, and then send correction instructions to the vehicle's drive anti-skid system to help the vehicle maintain dynamic balance.

[0039] In an optional embodiment, after determining the gear position signal of the vehicle's automatic transmission, the vehicle's electronic stability control system can be controlled by adjusting the vehicle's brake pressure, thereby improving vehicle stability and enhancing the driving experience for passengers on the vehicle. Optionally, because the gear position information displayed by the automatic transmission's gear position signal is different, different control methods can be used to adjust the vehicle's brake pressure value. For example, by increasing or decreasing the vehicle's brake pressure value by different values, the vehicle's stability under adaptive cruise deceleration conditions can be improved, thereby enhancing the comfort of the vehicle's passengers.

[0040] In an embodiment of the present invention, the vehicle's brake pressure is obtained in response to the vehicle being in an adaptive cruise deceleration condition; a gear position signal of the vehicle's automatic transmission is obtained in response to the brake pressure being greater than a calibrated value; and an electronic stability control system is controlled based on the gear position signal of the automatic transmission. It is readily apparent that when the vehicle is in an adaptive cruise deceleration condition and the brake pressure is greater than a calibrated value, the vehicle's electronic stability control system can be controlled based on the gear position signal, thereby improving vehicle stability and thereby resolving the technical issue in related arts of low vehicle stability during adaptive cruise deceleration.

[0041] Optionally, the electronic stability control system is controlled based on the gear signal of the automatic transmission, including: determining a target control mode of the electronic stability control system based on the gear signal of the automatic transmission; and controlling the electronic stability control system based on the target control mode.

[0042] The target control mode mentioned above may be a control method used to control the electronic stability control system of the vehicle based on the gear information represented by the current gear signal of the vehicle.

[0043] In an optional embodiment, after obtaining the gear signal of the automatic transmission, the gear information represented by the gear signal of the automatic transmission can be judged, so that a target control mode suitable for the gear information represented by the current gear signal can be determined from multiple control methods, thereby controlling the vehicle's electronic stability control system.

[0044] Different gear signals can correspond to different control modes. For example, if the gear signal indicates that the current gear of the automatic transmission is switching from a high gear to a mid gear, the current brake pressure can be reduced by a first target value. If the gear signal indicates that the current gear of the automatic transmission is switching from a mid gear to a low gear, the current brake pressure can be reduced by a second target value. If the gear signal indicates that the current gear of the automatic transmission is switching between low gears, the current brake pressure can be reduced by a third target value. Optionally, the first target value can be smaller than the second target value, and the second target value can be smaller than the third target value. Furthermore, if the gear signal indicates that the current gear of the automatic transmission has not changed, the vehicle's electronic stability control system can be deactivated. Optionally, the above method can ensure smooth vehicle operation during adaptive cruise control, thereby improving passenger comfort.

[0045] Optionally, based on the gear signal of the automatic transmission, the target control mode of the electronic stability control system is determined, including: in response to the gear signal of the automatic transmission switching from the first gear to the second gear, determining the target control mode based on the first gear; in response to the gear signal of the automatic transmission maintaining the first gear, determining the target control mode as a preset control mode.

[0046] The first gear mentioned above can be the gear position of the automatic transmission before the gear shift when the gear position of the automatic transmission indicated by the gear signal of the automatic transmission is in the shift state, wherein the first gear position can be a high gear, a middle gear, and a low gear.

[0047] The second gear mentioned above can be the gear position of the automatic transmission after the gear position is switched when the gear position of the automatic transmission indicated by the gear signal of the automatic transmission is in the switching state, wherein the first gear position can be a high gear, a middle gear, and a low gear.

[0048] The above-mentioned preset control mode may be a pre-set control mode for controlling the electronic stability control system of the vehicle, wherein the preset control mode may include reducing the pressure value of the current brake pressure by a very small amount, or not reducing the pressure value of the current brake pressure.

[0049] In an optional embodiment, after obtaining an automatic transmission gear position signal, the gear position change of the automatic transmission can be determined based on the gear position information indicated by the automatic transmission gear position signal. Optionally, if the automatic transmission gear position signal indicates that the automatic transmission gear position is shifting from one gear position to another, the corresponding target control mode can be determined based on the gear position of the automatic transmission before the gear shift. Optionally, if the automatic transmission gear position signal indicates that the automatic transmission gear position has not changed, that is, the automatic transmission gear position has remained in the same state, the vehicle's electronic stability control system can be controlled using a pre-set control mode.

[0050] Optionally, determining the target control mode based on the first gear includes: in response to the first gear being higher than the first preset gear, determining the target control mode as the first control mode; in response to the first gear being lower than or equal to the first preset gear and higher than the second preset gear, determining the target control mode as the second control mode, and the reduction value of the brake pressure corresponding to the second control mode is greater than the reduction value of the brake pressure corresponding to the first control mode; in response to the first gear being lower than or equal to the second preset gear, determining the target control mode as the third control mode, and the reduction value of the brake pressure corresponding to the third control mode is greater than the reduction value of the brake pressure corresponding to the second control mode.

[0051] The above-mentioned first preset gear can be set by those skilled in the art according to their needs. The specific limitation of the first preset gear step in the present invention is that it is assumed that the vehicle's gears are divided into eight gears in total, represented by 1st gear, 2nd gear, 3rd gear, 4th gear, 5th gear, 6th gear, 7th gear and 8th gear respectively. Optionally, different gears can be graded, and 1st gear and 2nd gear can be considered as low gears, 3rd gear, 4th gear and 5th gear can be considered as middle gears, and 6th gear, 7th gear and 8th gear can be considered as high gears. Furthermore, the first preset gear can be set to 5th gear.

[0052] The above-mentioned second preset gear can be set by those skilled in the art according to their needs. The specific limitation of the first preset gear step in the present invention is explained by taking the example that there are a total of eight gears on the vehicle, and the second preset gear can be set to gear 2.

[0053] The above-mentioned first control mode can be a control method for controlling the electronic stability control system of the vehicle when the gear signal of the vehicle is in a state of switching from the first gear to the second gear and the first gear is a high gear.

[0054] The above-mentioned second control mode can be a control method for controlling the electronic stability control system of the vehicle when the gear signal of the vehicle is in a state of switching from the first gear to the second gear and the first gear is a middle gear.

[0055] The above-mentioned second control mode can be a control method for controlling the electronic stability control system of the vehicle when the gear signal of the vehicle is in a state of switching from the first gear to the second gear and the first gear is a low gear.

[0056] In an optional embodiment, when the gear signal of the vehicle indicates that the gear is switched from the first gear to the second gear, and the first gear is a high gear, the first control mode can be used to control the electronic stability control system of the vehicle.

[0057] Furthermore, when the vehicle's gear position signal indicates that the gear position is being switched from the first gear position to the second gear position, and the first gear position is a mid-gear position, the vehicle's electronic stability control system can be controlled using the second control mode. When the vehicle's gear position signal indicates that the gear position is being switched from the first gear position to the second gear position, and the first gear position is a low-gear position, the vehicle's electronic stability control system can be controlled using the third control mode. Optionally, the first, second, and third control modes described above can control the vehicle's stable deceleration by reducing the vehicle's current brake pressure.

[0058] In an optional embodiment, due to the different gear ratios between high and low gears, the gear ratio of low gear is larger and the gear ratio of high gear is smaller. Therefore, the impact of high gear switching on vehicle stability is less than the impact of low gear switching on vehicle stability. Therefore, the reduction in brake pressure corresponding to the first control mode, the second control mode, and the third control mode are different in magnitude. The reduction in brake pressure corresponding to the first control mode is smaller than the reduction in brake pressure corresponding to the second control mode, and the reduction in brake pressure corresponding to the second control mode is smaller than the reduction in brake pressure corresponding to the third control mode. In the present invention, there is no specific limitation on the reduction in brake pressure corresponding to each control mode. In the present invention, the reduction in brake pressure corresponding to the first control mode is 5%, the reduction in brake pressure corresponding to the second control mode is 10%, and the reduction in brake pressure corresponding to the third control mode is 20%.

[0059] Optionally, in response to the gear signal of the automatic transmission being to maintain the first gear, the target control mode is determined to be a preset control mode, and the reduction value of the brake pressure corresponding to the preset control mode is a preset value.

[0060] The above-mentioned preset value can be set by those skilled in the art according to their needs. The present invention does not impose any specific limitation on the size of the preset value. In the present invention, the preset value is taken as 0 as an example for explanation.

[0061] In an optional embodiment, assuming that the gear signal of the automatic transmission is to maintain the first gear, it can be determined that the gear signal of the automatic transmission has not switched. Therefore, it can be determined that the stability of the vehicle at this time is good and there is no need to control the vehicle, or only a small degree of control of the stability of the vehicle is required. Therefore, the pressure value of the vehicle's brake pressure does not need to be reduced, that is, the reduction value of the brake pressure is controlled to the preset value of 0.

[0062] Optionally, the method further includes: acquiring a signal status of an adaptive cruise system on the vehicle; and determining that the vehicle is in an adaptive cruise deceleration condition in response to the signal status of the adaptive cruise system being a preset state.

[0063] The above-mentioned preset condition may be a state in which a signal light on the adaptive cruise control ACC is on. The above-mentioned preset condition is used to indicate a start-up condition of the adaptive cruise control system.

[0064] In an optional embodiment, an adaptive cruise control system can significantly reduce the driver's operational burden during driving. Its basic operating principle is that when the ACC function is activated, the vehicle will follow the vehicle ahead at a set speed. If the vehicle ahead decelerates, ACC will automatically decelerate the vehicle. If there are no vehicles ahead or the distance ahead is far, ACC will automatically accelerate the vehicle to the set speed. The driver does not need to operate the accelerator or brake pedals during this entire process. Optionally, after the adaptive cruise control system is activated, the driver's driving state can be determined, that is, whether the driver operates the accelerator and brake pedals to determine whether the vehicle is in the adaptive cruise control deceleration state.

[0065] In another optional embodiment, the working status of the adaptive cruise control system on the vehicle can be monitored in real time through the vehicle CAN bus. If the signal light of the adaptive cruise control ACC is on and the deceleration request issued by ACC is a negative value, it can be determined that the adaptive cruise control system is in the activated state.

[0066] Optionally, the method further includes: in response to the vehicle being in an adaptive cruise deceleration condition, controlling the vehicle to perform function initialization.

[0067] The above initialization can indicate that the function status of the electronic stability control system ESC is normal.

[0068] In an optional embodiment, when it is detected that the vehicle is in an adaptive cruise deceleration condition, it is necessary to control the vehicle to perform functional initialization, so as to ensure the safety of the vehicle and all passengers in the vehicle when controlling the vehicle's electronic stability control system.

[0069] Figure 2 is a control flow chart of an optional electronic stability control system according to an embodiment of the present invention, such as Figure 2 As shown, after the start, when the vehicle is in the adaptive cruise deceleration condition, the vehicle can be controlled to initialize the function. Further, it can be determined whether the brake pressure is greater than the calibrated value. When the brake pressure is not greater than the calibrated value, it is necessary to return to the previous step. When the brake pressure is greater than the calibrated value, it is necessary to determine the gear status. When the gear status is high gear switching, it is necessary to control the vehicle based on the first control mode. When the gear status is mid gear switching, it is necessary to control the vehicle based on the second control mode. When the gear status is low gear switching, it is necessary to control the vehicle based on the third control mode. When the gear status is no gear switching, it is necessary to control the vehicle based on the preset control mode.

[0070] Example 2

[0071] According to another aspect of the present invention, a control device for an electronic stability control system is provided. Figure 3FIG. 1 is a schematic diagram of a control device of an electronic stability control system according to an embodiment of the present invention. Figure 3 As shown, the device includes:

[0072] The first acquisition module 302 is configured to acquire the braking pressure of the vehicle in response to the vehicle being in an adaptive cruise deceleration condition.

[0073] The second acquisition module 304 is configured to acquire a gear position signal of an automatic transmission of the vehicle in response to the brake pressure being greater than a calibration value.

[0074] The control module 306 is configured to control the electronic stability control system based on the gear position signal of the automatic transmission.

[0075] Optionally, the control module 306 includes: a determination unit, configured to determine a target control mode of the electronic stability control system based on a gear position signal of the automatic transmission; and a control unit, configured to control the electronic stability control system based on the target control mode.

[0076] Optionally, the determination unit includes: a first determination sub-unit, used to determine the target control mode based on the first gear in response to the gear signal of the automatic transmission switching from the first gear to the second gear; a second determination sub-unit, used to determine the target control mode as a preset control mode in response to the gear signal of the automatic transmission maintaining the first gear.

[0077] Optionally, the first determination subunit is also used to determine that the target control mode is the first control mode in response to the first gear being higher than the first preset gear; determine that the target control mode is the second control mode in response to the first gear being lower than or equal to the first preset gear and higher than the second preset gear, and the reduction value of the brake pressure corresponding to the second control mode is greater than the reduction value of the brake pressure corresponding to the first control mode; and determine that the target control mode is the third control mode in response to the first gear being lower than or equal to the second preset gear, and the reduction value of the brake pressure corresponding to the third control mode is greater than the reduction value of the brake pressure corresponding to the second control mode.

[0078] Optionally, the second determining subunit is further configured to determine that the target control mode is a preset control mode in response to the gear signal of the automatic transmission maintaining the first gear, and the reduction value of the brake pressure corresponding to the preset control mode is a preset value.

[0079] Optionally, the device further includes: a third acquisition module for acquiring a signal status of an adaptive cruise system on the vehicle; and a determination module for determining that the vehicle is in an adaptive cruise deceleration condition in response to the signal status of the adaptive cruise system being a preset state.

[0080] Optionally, the device further includes: a second control module, configured to control the vehicle to perform function initialization in response to the vehicle being in an adaptive cruise deceleration condition.

[0081] Example 3

[0082] According to another aspect of an embodiment of the present invention, a vehicle is provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor is configured to run the computer program to execute any one of the above-mentioned control methods of the electronic stability control system.

[0083] Example 4

[0084] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided, in which a computer program is stored. The computer program is configured to execute any one of the above-mentioned control methods of the electronic stability control system when executed by a processor.

[0085] The serial numbers of the above embodiments of the present invention are for description only and do not represent the advantages or disadvantages of the embodiments.

[0086] In the above embodiments of the present invention, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0087] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only exemplary. For example, the division of the units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0088] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0089] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0090] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, etc. Various media that can store program codes.

[0091] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A control method for an electronic stability control system, characterized in that: include: In response to the vehicle being in an adaptive cruise deceleration operating state, obtaining a brake pressure of the vehicle; In response to the brake pressure being greater than a calibrated value, obtaining a gear position signal of an automatic transmission of the vehicle; controlling the electronic stability control system based on the gear position signal of the automatic transmission; The electronic stability control system is controlled based on the gear position signal of the automatic transmission, including: determining a target control mode of the electronic stability control system based on a gear position signal of the automatic transmission; controlling the electronic stability control system based on the target control mode; The determining of the target control mode of the electronic stability control system based on the gear position signal of the automatic transmission includes: In response to a gear position signal of the automatic transmission being a shift from a first gear position to a second gear position, determining the target control mode based on the first gear position; In response to the gear position signal of the automatic transmission being to maintain the first gear position, determining the target control mode to be a preset control mode; The determining the target control mode based on the first gear position includes: In response to the first gear being higher than a first preset gear, determining the target control mode to be the first control mode; In response to the first gear being lower than or equal to the first preset gear and higher than a second preset gear, determining that the target control mode is a second control mode, the reduction value of the brake pressure corresponding to the second control mode being greater than the reduction value of the brake pressure corresponding to the first control mode; In response to the first gear being lower than or equal to the second preset gear, the target control mode is determined to be a third control mode, and a reduction value of the brake pressure corresponding to the third control mode is greater than a reduction value of the brake pressure corresponding to the second control mode.

2. The method according to claim 1, characterized in that In response to the gear position signal of the automatic transmission being to maintain the first gear position, the target control mode is determined to be a preset control mode, and the reduction value of the brake pressure corresponding to the preset control mode is a preset value.

3. The method according to claim 1, characterized in that The method further comprises: Obtaining a signal status of an adaptive cruise control system on the vehicle; In response to the signal state of the adaptive cruise system being a preset state, it is determined that the vehicle is in an adaptive cruise deceleration operating condition.

4. The method according to claim 1, wherein The method further comprises: In response to the vehicle being in an adaptive cruise deceleration operating state, the vehicle is controlled to perform function initialization.

5. A control device for an electronic stability control system, configured to execute the control method for an electronic stability control system according to any one of claims 1 to 4, characterized in that: include: a first acquisition module, configured to acquire a brake pressure of the vehicle in response to the vehicle being in an adaptive cruise deceleration operating state; a second acquisition module, configured to acquire a gear position signal of an automatic transmission of the vehicle in response to the brake pressure being greater than a calibration value; A control module is used to control the electronic stability control system based on the gear position signal of the automatic transmission.

6. An electronic device, characterized in that: include: one or more processors; a storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors execute the control method of the electronic stability control system according to any one of claims 1 to 4.

7. A vehicle, characterized in that: include: one or more processors; A storage device for storing one or more programs, when the one or more programs are executed by the one or more processors, so that the one or more processors execute the control method of the electronic stability control system according to any one of claims 1 to 4.

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