Vehicle anti-slip control method and device, electronic equipment and vehicle

Abstract

The application discloses a vehicle anti-slip control method and device, electronic equipment and vehicle. The application relates to the field of intelligent vehicles, and the method comprises the following steps: acquiring a first working state of a first parking caliper on a vehicle and a second working state of a second parking caliper; the first working state and the second working state comprise one of the following: a clamping state, a release state and an unknown state; acquiring a lateral acceleration of the vehicle and a longitudinal acceleration of the vehicle; determining whether to perform active hydraulic pressure building on the vehicle based on the first working state, the second working state, the lateral acceleration and the longitudinal acceleration, so as to prevent the vehicle from slipping. The application solves the technical problem of low parking safety of the vehicle in the related art.

Description

Technical Field

[0001] This invention relates to the field of intelligent vehicles, and more specifically, to a control method, device, electronic equipment, and vehicle for preventing vehicles from rolling back. Background Technology

[0002] With the development of automotive electronic control technology, although cars are gradually moving away from traditional mechanical control, the vehicle's electronic control system can still be affected by failures in the power supply, communication, and engine control unit (ECU). When the electronic parking brake is controlled by only one ECU, if the ECU malfunctions, neither caliper can clamp or release. In this case, the instrument panel only needs to display the EPB status or fault. However, when two ECUs independently control the left and right calipers, there may be a situation where one ECU fails but the other is still working. That is, there may be a situation where one caliper is clamped while the other is not, or one caliper is in a known state while the other is in an unknown state. In this case, because it is difficult to determine the current state of the vehicle, it is difficult to determine whether to apply anti-rollover control, which may cause the vehicle to roll backward, resulting in lower vehicle safety when parking.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a vehicle anti-rollover control method, device, electronic equipment, and vehicle to at least solve the technical problem of low parking safety when vehicles are parked in related technologies.

[0005] According to one aspect of the present invention, a vehicle anti-rollover control method is provided, comprising: acquiring a first working state of a first parking caliper and a second working state of a second parking caliper on the vehicle, wherein the first working state and the second working state include one of the following: a clamped state, a released state, and an unknown state; acquiring the lateral acceleration and longitudinal acceleration of the vehicle; and determining, based on the first working state, the second working state, the lateral acceleration, and the longitudinal acceleration, whether to apply active hydraulic pressure to the vehicle to prevent the vehicle from rolling backward.

[0006] Optionally, based on the first working state, the second working state, lateral acceleration, and longitudinal acceleration, it is determined whether to perform active hydraulic pressure build-up on the vehicle, including: in response to both the first working state and the second working state being in a clamped state or a released state, determining not to perform active hydraulic pressure build-up on the vehicle; in response to the first working state and the second working state being different, or both the first working state and the second working state being unknown, determining whether to perform active hydraulic pressure build-up on the vehicle based on lateral acceleration and longitudinal acceleration.

[0007] Optionally, based on lateral and longitudinal acceleration, determining whether to apply active hydraulic pressure to the vehicle includes: determining the target slope of the road surface where the vehicle is located based on lateral and longitudinal acceleration; and determining whether to apply active hydraulic pressure to the vehicle based on the current state of the brake pedal in response to the target slope being greater than or equal to a preset slope.

[0008] Optionally, in response to a target slope being greater than or equal to a preset slope, determining whether to actively build up hydraulic pressure on the vehicle based on the current state of the brake pedal on the vehicle includes: acquiring the current opening of the brake pedal on the vehicle; and in response to the current opening being greater than a preset opening, determining to actively build up hydraulic pressure on the vehicle.

[0009] Optionally, after obtaining the first working state of the first parking caliper and the second working state of the second parking caliper on the vehicle, the method further includes: determining whether a clamping state exists in the first working state and the second working state; in response to the existence of a clamping state in the first working state and the second working state, controlling the working state of the electronic parking brake to be a clamping state; in response to the absence of a clamping state in the first working state and the second working state, controlling the working state of the electronic parking brake to be an unknown state or a released state.

[0010] Optionally, the method further includes controlling the electronic parking brake to operate in an unknown state or a released state, in response to the absence of an unknown state in either the first or second operating state, controlling the electronic parking brake to operate in a released state; and in response to the presence of an unknown state in either the first or second operating state, controlling the electronic parking brake to operate in an unknown state.

[0011] Optionally, the method includes: after the electronic parking brake is engaged in the clamped state, controlling the vehicle's gear position to a preset gear.

[0012] According to another aspect of the present invention, a vehicle anti-rollover control device is also provided, comprising: a first acquisition module, configured to acquire a first working state of a first parking caliper and a second working state of a second parking caliper on the vehicle, wherein the first working state and the second working state include one of the following: a clamping state, a released state, and an unknown state; a second acquisition module, configured to acquire the lateral acceleration and longitudinal acceleration of the vehicle; and a determination module, configured to determine, based on the first working state, the second working state, the lateral acceleration, and the longitudinal acceleration, whether to apply active hydraulic pressure to the vehicle to prevent the vehicle from rolling backward.

[0013] According to another aspect of the present invention, an electronic device is also provided, including one or more processors and a storage device, wherein the storage device is used to store one or more programs, which, when executed by one or more processors, cause the one or more processors to perform the vehicle anti-rollover control method described above.

[0014] According to another aspect of the present invention, a vehicle is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the vehicle anti-rollover control processing method described in any of the above embodiments.

[0015] In this embodiment of the invention, by acquiring a first working state of the first parking caliper and a second working state of the second parking caliper on the vehicle, the first and second working states include one of the following: clamped state, released state, and unknown state; acquiring the lateral acceleration and longitudinal acceleration of the vehicle; and based on the first working state, the second working state, the lateral acceleration, and the longitudinal acceleration, determining whether to apply active hydraulic pressure to the vehicle to prevent the vehicle from rolling backwards. It is noteworthy that by determining whether to apply active hydraulic pressure to the vehicle based on the first working state, the second working state, the lateral acceleration, and the longitudinal acceleration, it is possible to determine whether to apply active hydraulic pressure to the vehicle even when the working states of the first and second parking calipers are different, or when the working states of the first and second parking calipers are unknown, thereby preventing the vehicle from rolling backwards and improving the safety of the vehicle when parking, thus solving the technical problem of low parking safety in related technologies. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0017] Figure 1 This is a flowchart of a vehicle anti-rollover control method according to an embodiment of the present invention;

[0018] Figure 2 This is a schematic diagram of a vehicle anti-rollover control device according to an embodiment of the present invention. Detailed Implementation

[0019] 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.

[0020] 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.

[0021] Example 1

[0022] According to an embodiment of the present invention, a control method for preventing vehicle rollover is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0023] Figure 1 This is a flowchart of a vehicle anti-rollover control method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0024] Step S102: Obtain the first working state of the first parking caliper and the second working state of the second parking caliper on the vehicle. The first working state and the second working state include one of the following: clamping state, releasing state, and unknown state.

[0025] The first and second parking calipers mentioned above refer to the left-side and right-side parking calipers on the vehicle. Optionally, the left-side and right-side parking calipers on the vehicle can be a device for securing the vehicle in place. They are typically made of metal, shaped like clamps, and can be clamped onto the vehicle's wheels to prevent the vehicle from sliding or moving. Using the left-side and right-side parking calipers can effectively prevent theft or other accidents.

[0026] The first and second parking calipers have three states: clamped, released, and unknown. The clamped state means that when the parking caliper is clamped, it holds the brake disc, preventing the wheels from rotating. This is to keep the vehicle parked in the parking space and prevent it from sliding or rolling. The released state means that when the parking caliper is released, it no longer clamps the brake disc, allowing the wheels to rotate freely. This is to allow the vehicle to move normally, as the brake disc is no longer obstructed. The unknown state means that the condition of the parking caliper cannot be determined or judged. This may be due to damage, malfunction, or incorrect operation of the parking caliper. In this case, the driver should check and repair the parking caliper as soon as possible to ensure the safety and normal operation of the vehicle.

[0027] In an optional embodiment, after the passenger leaves the vehicle, it can be assumed that parking is required. Optionally, the first working state of the first parking caliper and the second working state of the second parking caliper on the vehicle can be obtained. In obtaining the first working state of the first parking caliper and the second working state of the second parking caliper on the vehicle, the first working state of the first parking caliper and the second working state of the second parking caliper can be obtained from the vehicle data reported by the vehicle system, or the first working state of the first parking caliper and the second working state of the second parking caliper can be obtained by observation by those skilled in the art. Optionally, the method for obtaining the first working state of the first parking caliper and the second working state of the second parking caliper in this invention is not specifically limited.

[0028] Since the first and second working states can be clamped, released, or unknown, the possible combinations of results are as follows:

[0029] The first parking caliper's first working state is clamped, and the second parking caliper's second working state is clamped. The first parking caliper's first working state is clamped, and the second parking caliper's second working state is released. The first parking caliper's first working state is clamped, and the second parking caliper's second working state is unknown. The first parking caliper's first working state is released, and the second parking caliper's second working state is clamped. The first parking caliper's first working state is released, and the second parking caliper's second working state is released. The first parking caliper's first working state is released, and the second parking caliper's second working state is unknown. The first parking caliper's first working state is unknown, and the second parking caliper's second working state is clamped. The first parking caliper's first working state is unknown, and the second parking caliper's second working state is released. The first parking caliper's first working state is unknown, and the second parking caliper's second working state is unknown.

[0030] Step S104: Obtain the lateral acceleration and longitudinal acceleration of the vehicle.

[0031] The aforementioned lateral acceleration refers to the acceleration perpendicular to the vehicle's direction of travel when the vehicle is turning or changing direction. Optionally, since the vehicle generates centripetal force when turning, lateral acceleration is also generated. The direction of the lateral acceleration depends on the direction of the turn; if the vehicle is turning left, the direction of the lateral acceleration points to the right, and if the vehicle is turning right, the direction of the lateral acceleration points to the left. It is important to note that lateral acceleration affects the vehicle's handling performance and stability; a large lateral acceleration can cause the vehicle to roll backward when parked on a steep incline.

[0032] The longitudinal acceleration mentioned above refers to the acceleration of a vehicle during longitudinal movement. Optionally, longitudinal acceleration can be divided into positive acceleration and negative acceleration, representing the vehicle's forward acceleration and backward deceleration, respectively. A large negative acceleration can cause the vehicle to roll backward when stopped on a steep road surface. The change in longitudinal velocity refers to the increase or decrease in the vehicle's longitudinal velocity per unit time, while the change in time refers to the time interval used to calculate the longitudinal acceleration.

[0033] In one alternative embodiment, the lateral acceleration and longitudinal acceleration of the vehicle can be obtained as follows:

[0034] Using onboard sensors: Modern vehicles are typically equipped with many sensors, such as accelerometers, gyroscopes, and vehicle speed sensors. These sensors can provide the vehicle's acceleration and speed information. Optionally, lateral acceleration can be obtained through the vehicle's gyroscope sensor, while longitudinal acceleration can be obtained through the vehicle's accelerometer and vehicle speed sensor.

[0035] Using the onboard computer: Many modern vehicles have an onboard computer on the dashboard that provides real-time vehicle data, including acceleration and speed. Optionally, you can consult your vehicle's owner's manual to learn how to view and log this data on the onboard computer.

[0036] Using vehicle diagnostic tools: Some advanced vehicle diagnostic tools can connect to the vehicle's onboard diagnostics (OBD) interface, thereby obtaining real-time vehicle data, including vehicle acceleration and speed. Optionally, these tools usually require specialized technical knowledge and experience to operate.

[0037] Please note that obtaining a vehicle's lateral and longitudinal acceleration may require specialized equipment and knowledge; it is recommended to operate under the guidance of a professional. Furthermore, when using vehicle acceleration and speed information, please always comply with local traffic regulations and safety requirements.

[0038] Step S106: Based on the first working state, the second working state, the lateral acceleration, and the longitudinal acceleration, determine whether to apply active hydraulic pressure to the vehicle to prevent the vehicle from slipping.

[0039] The aforementioned active hydraulic pressure build-up refers to the process in a hydraulic system where pressure is generated within the hydraulic cylinder by controlling valves, pumps, and cylinders, thereby applying pressure to a workpiece. Active hydraulic pressure build-up can be applied to various mechanical equipment and processes, such as pressure testing, stamping, extrusion, and pressing. Optionally, the basic principle of active hydraulic pressure build-up is to use a pressure sensor to measure the pressure signal in the system and to control the hydraulic pump's output flow rate by controlling valves, thereby controlling the hydraulic pressure within the cylinder. During the pressure build-up process, a target pressure value is typically set according to the work requirements. The control system automatically adjusts the operation of the valves and pumps, gradually increasing the pressure within the cylinder until the target pressure is reached.

[0040] In one optional embodiment, after obtaining the first working state, the second working state, the lateral acceleration, and the longitudinal acceleration, the analysis of the first working state, the second working state, the lateral acceleration, and the longitudinal acceleration can determine whether the first parking caliper and the second parking caliper on the vehicle can control the vehicle normally, whether the vehicle needs to stop, and whether the vehicle is experiencing sideslip or other phenomena. This allows for the determination of whether active hydraulic pressure needs to be applied to the vehicle to prevent it from rolling backward.

[0041] In this embodiment of the invention, by acquiring a first working state of the first parking caliper and a second working state of the second parking caliper on the vehicle, the first and second working states include one of the following: clamped state, released state, and unknown state; acquiring the lateral acceleration and longitudinal acceleration of the vehicle; and based on the first working state, the second working state, the lateral acceleration, and the longitudinal acceleration, determining whether to apply active hydraulic pressure to the vehicle to prevent the vehicle from rolling backwards. It is noteworthy that by determining whether to apply active hydraulic pressure to the vehicle based on the first working state, the second working state, the lateral acceleration, and the longitudinal acceleration, it is possible to determine whether to apply active hydraulic pressure to the vehicle even when the working states of the first and second parking calipers are different, or when the working states of the first and second parking calipers are unknown, thereby preventing the vehicle from rolling backwards and improving the safety of the vehicle when parking, thus solving the technical problem of low parking safety in related technologies.

[0042] Optionally, based on the first working state, the second working state, lateral acceleration, and longitudinal acceleration, it is determined whether to perform active hydraulic pressure build-up on the vehicle, including: in response to both the first working state and the second working state being in a clamped state or a released state, determining not to perform active hydraulic pressure build-up on the vehicle; in response to the first working state and the second working state being different, or both the first working state and the second working state being unknown, determining whether to perform active hydraulic pressure build-up on the vehicle based on lateral acceleration and longitudinal acceleration.

[0043] In one optional embodiment, when the first working state is the clamping state and the second working state is also the clamping state, it can be considered that the current state of the vehicle is relatively stable, that is, the vehicle will not slip. Therefore, it is not necessary to actively build up hydraulic pressure on the vehicle to prevent the vehicle from slipping.

[0044] In another alternative embodiment, when the first working state is the released state and the second working state is also the released state, it can be assumed that the vehicle does not need to stop at this time, and therefore, there is no need to perform anti-rollover control on the vehicle.

[0045] In another optional embodiment, when the first and second working states are different, that is, when the first working state of the first parking caliper is clamped and the second working state of the second parking caliper is released, or when the first working state of the first parking caliper is clamped and the second working state of the second parking caliper is unknown, or when the first working state of the first parking caliper is released and the second working state of the second parking caliper is clamped, or when the first working state of the first parking caliper is released and the second working state of the second parking caliper is unknown, or when the first working state of the first parking caliper is unknown and the second working state of the second parking caliper is clamped, or when the first working state of the first parking caliper is unknown and the second working state of the second parking caliper is released, it can be determined that the current state of the vehicle is not stable and there is a possibility of rollover. Therefore, it is necessary to determine whether to apply active hydraulic pressure to the vehicle to prevent rollover.

[0046] In another alternative embodiment, when both the first and second working states are unknown, that is, the current working states of the vehicle's first and second parking calipers cannot be determined, it can be assumed that the vehicle's current state is not stable enough and there is a possibility of slippage. Therefore, it is necessary to determine whether to apply active hydraulic pressure to the vehicle to prevent it from slipping.

[0047] Optionally, based on lateral and longitudinal acceleration, determining whether to apply active hydraulic pressure to the vehicle includes: determining the target slope of the road surface where the vehicle is located based on lateral and longitudinal acceleration; and determining whether to apply active hydraulic pressure to the vehicle based on the current state of the brake pedal in response to the target slope being greater than or equal to a preset slope.

[0048] The target slope mentioned above can be the slope of the road surface where the vehicle is currently located. Alternatively, the slope of the road surface where the vehicle is currently located can be represented by the angle between the road surface and the horizontal plane.

[0049] The aforementioned preset slope can be the minimum road surface slope at which a vehicle may roll away. Optionally, the preset slope can be set by those skilled in the art according to their needs. In this invention, there is no specific limitation on the size of the preset slope.

[0050] In one optional embodiment, when calculating the target slope of the road surface where the vehicle is located based on lateral and longitudinal acceleration, a composite acceleration can be calculated based on the vehicle's lateral and longitudinal accelerations. This composite acceleration is then compared with the gravitational acceleration of the road surface. Optionally, on a flat road surface, the composite acceleration should equal the gravitational acceleration, while on a slope, the composite acceleration will vary due to the slope. Therefore, it can be determined whether the road surface where the vehicle is currently located is a slope. Furthermore, the slope of the road surface where the vehicle is located can be determined based on the difference between the composite acceleration and the gravitational acceleration; a larger difference indicates a larger slope, while a smaller difference indicates a smaller slope. It should be noted that this method can only provide an approximate slope of the road surface where the vehicle is located. The precise slope needs to be calculated by combining other sensor data and algorithms. In addition, this method may be affected by other factors, such as the vehicle's attitude and the friction coefficient of the road surface. Therefore, experimental verification and error correction are required in practical applications.

[0051] Furthermore, after determining the target slope, the target slope can be compared with the preset slope. If the target slope is greater than or equal to the preset slope, it indicates that the current state of the vehicle is not stable enough. Therefore, it is also necessary to determine whether to actively build up hydraulic pressure on the vehicle based on the current state of the brake pedal.

[0052] Optionally, in response to a target slope being greater than or equal to a preset slope, determining whether to actively build up hydraulic pressure on the vehicle based on the current state of the brake pedal on the vehicle includes: acquiring the current opening of the brake pedal on the vehicle; and in response to the current opening being greater than a preset opening, determining to actively build up hydraulic pressure on the vehicle.

[0053] The aforementioned preset opening can be a pre-set value indicating the opening of the vehicle's brake pedal when it is depressed. Optionally, the preset opening can be set by those skilled in the art according to their needs.

[0054] In one optional embodiment, the current opening of the vehicle's brake pedal can be obtained, wherein the current opening of the vehicle's brake pedal is used to indicate the working state of the vehicle's brake pedal, that is, whether the driver has pressed the brake pedal. If the current opening of the vehicle's brake pedal is greater than the preset opening, it can be assumed that the driver has not pressed the brake pedal. Therefore, active hydraulic pressure can be applied to the vehicle to prevent the vehicle from rolling backward.

[0055] Optionally, after obtaining the first working state of the first parking caliper and the second working state of the second parking caliper on the vehicle, the method further includes: determining whether a clamping state exists in the first working state and the second working state; in response to the existence of a clamping state in the first working state and the second working state, controlling the working state of the electronic parking brake to be a clamping state; in response to the absence of a clamping state in the first working state and the second working state, controlling the working state of the electronic parking brake to be an unknown state or a released state.

[0056] In one optional embodiment, it can be determined whether a clamping state exists in the first working state and the second working state. If a clamping state exists in the first working state and the second working state, the working state of the electronic parking brake can be controlled to be the clamping state. If a clamping state does not exist in the first working state and the second working state, the working state of the electronic parking brake can be controlled to be the unknown state or the released state. Specifically, the following example will be used for illustration.

[0057] When both the first and second parking calipers are in a clamped state, the electronic parking brake can be controlled to be in a clamped state. When both the first and second parking calipers are in a clamped state, the electronic parking brake can be controlled to be in a clamped state. When both the first and second parking calipers are in a clamped state, the electronic parking brake can be controlled to be in a clamped state. When both the first and second parking calipers are in an unknown state, the electronic parking brake can be controlled to be in a clamped state. When both the first and second parking calipers are in a released state, the electronic parking brake can be controlled to be in a clamped state. When both the first and second parking calipers are in an unknown state, the electronic parking brake can be controlled to be in a clamped state. Optionally, if neither the first nor second parking caliper is in a clamped state, the electronic parking brake can be controlled to be in an unknown or released state.

[0058] Optionally, the method further includes controlling the electronic parking brake to operate in an unknown state or a released state, and the method also includes: controlling the electronic parking brake to operate in a released state in response to the absence of an unknown state in either the first or second operating state; and controlling the electronic parking brake to operate in an unknown state in response to the presence of an unknown state in either the first or second operating state.

[0059] In one optional embodiment, when there is no unknown state in either the first or second working state, the electronic parking brake can be controlled to be in the released state; when there is an unknown state in either the first or second working state, the electronic parking brake can be controlled to be in the unknown state. Specifically, the following example will be used for illustration.

[0060] When both the first and second parking calipers are in the released state, the electronic parking brake can be controlled to be in the released state. When both the first and second parking calipers are in the released state, the electronic parking brake can be controlled to be in the unknown state. Similarly, when both the first and second parking calipers are in the unknown state, the electronic parking brake can be controlled to be in the unknown state.

[0061] Optionally, the method includes: after the electronic parking brake is engaged in the clamped state, controlling the vehicle's gear position to a preset gear.

[0062] The preset gear mentioned above can be the parking gear.

[0063] In one optional embodiment, when the first working state of the vehicle's first parking caliper is the clamped state and the second working state of the vehicle's second parking caliper is also the clamped state, it is necessary to control the working state of the electronic handbrake to be the clamped state and control the vehicle's gear to be in the parking gear.

[0064] Example 2

[0065] According to another aspect of the present invention, a vehicle anti-rollover control device is also provided. Figure 2 This is a schematic diagram of a vehicle anti-rollover control device according to an embodiment of the present invention, such as... Figure 2 As shown, the device includes:

[0066] The first acquisition module 202 is used to acquire the first working state of the first parking caliper and the second working state of the second parking caliper on the vehicle. The first working state and the second working state include one of the following: clamping state, releasing state, and unknown state.

[0067] The second acquisition module 204 is used to acquire the lateral acceleration and longitudinal acceleration of the vehicle.

[0068] The determination module 206 is used to determine whether to apply active hydraulic pressure to the vehicle based on the first working state, the second working state, the lateral acceleration, and the longitudinal acceleration, so as to prevent the vehicle from slipping.

[0069] Optionally, the determining module 206 includes: a first determining unit, used to determine whether to actively build up hydraulic pressure on the vehicle in response to both the first working state and the second working state being a clamping state or a releasing state; and a second determining unit, used to determine whether to actively build up hydraulic pressure on the vehicle based on lateral acceleration and longitudinal acceleration in response to the first working state and the second working state being different, or both the first working state and the second working state being unknown.

[0070] Optionally, the first determining unit includes: a first determining subunit, used to determine the target slope of the road surface where the vehicle is located based on lateral acceleration and longitudinal acceleration; and a second determining subunit, used to determine whether to perform active hydraulic pressure build-up on the vehicle based on the current state of the brake pedal on the vehicle in response to the target slope being greater than or equal to a preset slope.

[0071] Optionally, the second determining subunit is also used to obtain the current opening degree of the brake pedal on the vehicle; in response to the current opening degree being greater than a preset opening degree, it determines to actively build up hydraulic pressure on the vehicle.

[0072] Optionally, the device further includes: a second determining module for determining whether a clamping state exists in the first working state and the second working state; a first controlling module for controlling the working state of the electronic parking brake to be a clamping state in response to the presence of a clamping state in the first working state and the second working state; and a second controlling module for controlling the working state of the electronic parking brake to an unknown state or a released state in response to the absence of a clamping state in the first working state and the second working state.

[0073] Optionally, the second control module further includes: a first control unit, configured to control the electronic parking brake to a released state in response to the absence of an unknown state in either the first or second operating state; and a second control unit, configured to control the electronic parking brake to an unknown state in response to the presence of an unknown state in either the first or second operating state.

[0074] Optionally, the device includes a third control module for controlling the vehicle's gear to a preset gear after the electronic parking brake is in the clamped state.

[0075] Example 3

[0076] According to another aspect of the present invention, an electronic device is also provided, including one or more processors and a storage device, wherein the storage device is used to store one or more programs, which, when executed by one or more processors, cause the one or more processors to perform the vehicle anti-rollover control method described above.

[0077] Example 4

[0078] According to another aspect of the present invention, a vehicle is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the vehicle anti-rollover control method described above.

[0079] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0080] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0081] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0082] The units described as separate components may or may not be physically separate. 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 can be selected to achieve the purpose of this embodiment according to actual needs.

[0083] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0084] If the integrated unit is implemented as 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, in essence, 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. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0085] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for controlling vehicle rollback, characterized in that, include: The first working state of the first parking caliper and the second working state of the second parking caliper on the vehicle are obtained. The first working state and the second working state include one of the following: clamping state, releasing state and unknown state. Obtain the lateral acceleration and longitudinal acceleration of the vehicle; Based on the first working state, the second working state, the lateral acceleration, and the longitudinal acceleration, it is determined whether to apply active hydraulic pressure to the vehicle to prevent the vehicle from slipping. The determination of whether to actively build up hydraulic pressure in the vehicle, based on the first operating state, the second operating state, the lateral acceleration, and the longitudinal acceleration, includes: In response to both the first working state and the second working state being the clamping state or the releasing state, it is determined that no active hydraulic pressure build-up will be performed on the vehicle. In response to the difference between the first operating state and the second operating state, or if both the first operating state and the second operating state are the unknown state, it is determined whether to perform active hydraulic pressure build-up on the vehicle based on the lateral acceleration and the longitudinal acceleration.

2. The method according to claim 1, characterized in that, Determining whether to apply active hydraulic pressure to the vehicle based on the lateral acceleration and the longitudinal acceleration includes: The target slope of the road surface where the vehicle is located is determined based on the lateral acceleration and the longitudinal acceleration. In response to the target slope being greater than or equal to a preset slope, a determination is made on whether to apply active hydraulic pressure to the vehicle based on the current state of the brake pedal on the vehicle.

3. The method according to claim 2, characterized in that, In response to the target slope being greater than or equal to the preset slope, determining whether to actively hydraulically build up pressure on the vehicle based on the current state of the brake pedal on the vehicle includes: Obtain the current opening of the brake pedal on the vehicle; In response to the current opening being greater than a preset opening, it is determined to perform active hydraulic pressure build-up on the vehicle.

4. The method according to claim 1, characterized in that, After acquiring the first operating state of the first parking caliper and the second operating state of the second parking caliper on the vehicle, the method further includes: Determine whether the clamping state exists in the first working state and the second working state; In response to the presence of the clamping state in the first working state and the second working state, the working state of the electronic handbrake is controlled to be the clamping state; In response to the absence of the clamping state in either the first or second operating state, the operating state of the electronic handbrake is controlled to be either the unknown state or the released state.

5. The method according to claim 4, characterized in that, The method further includes controlling the working state of the electronic parking brake to either the unknown state or the released state: In response to the absence of the unknown state in either the first or the second working state, the working state of the electronic parking brake is controlled to be the released state; In response to the existence of the unknown state in the first operating state and the second operating state, the operating state of the electronic parking brake is controlled to be the unknown state.

6. The method according to claim 5, characterized in that, The method includes: After the electronic parking brake is engaged in the clamped state, the vehicle's gear is controlled to be in a preset gear.

7. A vehicle anti-rollover control device, characterized in that, include: The first acquisition module is used to acquire the first working state of the first parking caliper and the second working state of the second parking caliper on the vehicle. The first working state and the second working state include one of the following: clamping state, releasing state and unknown state. The second acquisition module is used to acquire the lateral acceleration and longitudinal acceleration of the vehicle. The determining module is used to determine whether to apply active hydraulic pressure to the vehicle based on the first working state, the second working state, the lateral acceleration, and the longitudinal acceleration, so as to prevent the vehicle from slipping. The determining module is further configured to, in response to both the first working state and the second working state being the clamping state or the releasing state, determine whether to perform active hydraulic pressure build-up on the vehicle; and in response to the first working state and the second working state being different, or both the first working state and the second working state being the unknown state, determine whether to perform active hydraulic pressure build-up on the vehicle based on the lateral acceleration and the longitudinal acceleration.

8. An electronic device, characterized in that, include: One or more processors; 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 perform the vehicle anti-rollover control method according to any one of claims 1-6.

9. A vehicle, characterized in that, include: One or more processors; A storage device for storing one or more programs, which, when executed by one or more processors, cause the one or more processors to perform the vehicle anti-rollover control method according to any one of claims 1-6.

Images