A control system and control method for AutoHold automatic parking.

Abstract

An AutoHold automatic parking control system and method, belonging to the field of automotive control technology, includes: an ESC controller for controlling the longitudinal and lateral stability of the vehicle; wheel speed sensors for detecting vehicle speed; a brake pedal switch for detecting whether the brake pedal is depressed; an accelerator pedal position sensor for detecting the accelerator pedal opening; and a central gateway (CWG) for electrically connecting the ESC controller, the wheel speed sensors, the brake pedal switch, and the accelerator pedal position sensor. The ESC controller further includes an Electronic Parking Brake (EPB) module. This invention achieves AUTOHOLD parking through ESC, improving the driving experience while further preventing rollover and enhancing safety performance.

Description

Technical Field

[0001] This invention belongs to the field of automotive control technology, and specifically relates to an AutoHold automatic parking control system. Background Technology

[0002] Parking on a slope is the most common situation for vehicles. Most drivers of automatic transmission vehicles equipped with AUTOHOLD function are used to not shifting gears after braking to a stop, but directly keeping the gear in D drive to use the AUTOHOLD automatic parking function to park. When they need to start, they can directly release the parking by AUTOHOLD to achieve a quick start.

[0003] While the AUTOHOLD automatic parking / release function does save the effort of shifting gears while waiting at red lights, it also introduces problems. Currently, AUTOHOLD typically activates using two different logics: The first activates when the brake master cylinder pressure reaches ≥8 bar after the vehicle comes to a complete stop. The second activates when the driver releases the brake pedal and then quickly presses it again, with the second press requiring a master cylinder pressure 10% or more higher than the initial pressure. Both logics have drawbacks when stopping on inclines. The first logic requires a greater brake master cylinder pressure (i.e., a longer pedal travel) to activate the parking brake after the vehicle stops. However, when following other vehicles on inclines, speeds are generally low, requiring frequent stops and starts. Activating AUTOHOLD with this additional brake pedal force and travel is time-consuming and requires driver effort. The second logic requires a second, longer brake pedal application after the initial stop, and during this second application, there is no automatic parking, posing a risk of the vehicle rolling backwards.

[0004] Therefore, it is necessary to propose an AutoHold automatic parking control system to solve or at least alleviate the above-mentioned defects. Summary of the Invention

[0005] The purpose of this invention is to provide an AutoHold automatic parking control system to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] An AutoHold automatic parking control system includes:

[0008] The ESC controller is used to control the longitudinal and lateral stability of the vehicle.

[0009] Wheel speed sensors are used to detect vehicle speed;

[0010] Brake pedal switch is used to detect whether the brake pedal is pressed;

[0011] Accelerator pedal position sensor, used to detect the accelerator pedal opening degree;

[0012] The central gateway (CWG) is used to electrically connect the ESC controller, the wheel speed sensor, the brake pedal switch, and the accelerator pedal position sensor; wherein, the ESC controller also includes an electronic parking brake (EPB) module.

[0013] As a preferred option, it also includes a body control module (BCM) for controlling the electrical components of the vehicle body.

[0014] Preferably, it also includes an engine control system (EMS) for reducing fuel consumption.

[0015] Preferably, the vehicle also includes a transmission control unit (TCU) for automatic gear shifting.

[0016] Preferably, the system also includes a master cylinder pressure sensor for detecting the pressure inside the master cylinder.

[0017] Preferably, it also includes an electronic parking caliper for clamping the brake disc.

[0018] Preferably, the system also includes a prompting unit, which is a combination instrument (ICM) and is electrically connected to the central gateway (CWG).

[0019] Compared with the prior art, the beneficial effects of the present invention are:

[0020] When a vehicle is about to come to a stop on a slope, the ESC controller determines that the vehicle is about to change from dynamic to static. The central gateway (CWG) is responsible for transmitting signals from various modules on different CAN buses to the CAN bus where the ESC controller is located. The accelerator pedal is reset to zero, the brake pedal is reset to zero, and the brake master cylinder pressure sensor is reset to zero. Upon receiving a signal from the BCM body controller that the engine is ignited, the driver's seatbelt is fastened, the driver's door is closed, the transmission is in power gear (forward or reverse), the engine and transmission are transmitting torque normally and effectively, and the instrument cluster displays that AUTOHOLD is in standby mode, the ESC controller determines that the driver is about to stop on the slope. Without pressing the brake pedal, it can control the four-wheel brake circuit to increase hydraulic pressure, thus achieving automatic parking.

[0021] This invention, when determining that the vehicle is about to park on a slope, directly activates AUTOHOLD parking via ESC without requiring the brake pedal, improving the driving experience while further preventing rollback and enhancing safety. Furthermore, this invention is based on the commonly used AUTOHOLD logic and includes specially developed logic for slope conditions, without affecting the usual logic for parking on flat ground. It represents a further optimization of existing control systems, offering a superior driving and safety experience. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the control system structure of AutoHold automatic parking provided in an embodiment of the present invention. Detailed Implementation

[0023] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0024] Example:

[0025] like Figure 1 The AutoHold automatic parking control system shown includes an ESC controller 1, wheel speed sensors 2, brake pedal switch 3, accelerator pedal position sensor 4, central gateway CWG5, body control module BCM6, engine controller EMS7, transmission control unit TCU8, brake master cylinder pressure sensor 9, electronic parking caliper 11, and a warning unit 12; wherein, the ESC controller 1 also includes an electronic parking brake EPB module 10, and the other functional modules are electrically connected through the central gateway CWG5.

[0026] In terms of practical application scenarios:

[0027] ESC controller 1 is used to control the longitudinal and lateral stability of the vehicle;

[0028] Wheel speed sensor 2 is used to detect vehicle speed;

[0029] Brake pedal switch 3 is used to detect whether the brake pedal is pressed;

[0030] Accelerator pedal position sensor 4 is used to detect the accelerator pedal opening degree;

[0031] The Body Control Module (BCM6) is used to control the electrical components of the vehicle body.

[0032] The engine controller EMS7 is used to reduce fuel consumption.

[0033] The transmission control unit TCU8 is used to enable automatic transmission in the vehicle.

[0034] Brake master cylinder pressure sensor 9 is used to detect the pressure inside the brake master cylinder.

[0035] Electronic parking caliper 11 is used to clamp the brake disc.

[0036] The prompting unit 12 is a combination instrument ICM, and the prompting unit 12 is electrically connected to the central gateway CWG5.

[0037] Specifically, wheel speed sensor 2 is used to detect vehicle speed and sends it to central gateway controller CGW5 via ESC controller 1; engine controller EMS7 sends engine speed and output torque to central gateway controller CGW5 and each module controller on the same CAN line, while controllers on different CAN lines forward the information to their corresponding CAN lines via central gateway CGW5; brake pedal switch 3 is used to detect whether the brake pedal is depressed; brake master cylinder pressure sensor 9 is used to detect the specific pressure of the master cylinder; accelerator pedal position sensor 4 is used to detect the accelerator pedal opening; transmission control unit TCU8 sends transmission gear position signals and torque signals to each module controller and central gateway CGW5; engine controller EMS7 sends engine speed and combustion torque signals; body control module BCM6 sends signals for driver's seat belt and driver's door for AUTOHOLD working logic judgment; instrument cluster ICM sends text and voice prompts for the current AUTOHOLD working status; electronic parking brake EPB module 10 inherits the linkage working logic after AUTOHOLD, such as the logic judgment to exit AUTOHOLD after 3 minutes, and activates electronic parking brake caliper 11 to realize electronic parking function, etc.

[0038] When a vehicle is about to stop on a slope, the slope signal is acquired by the IMU longitudinal and lateral acceleration sensors of the ESC controller 1 or other modules of the vehicle. At this moment, the ESC controller 1 determines that the vehicle is about to change from dynamic to static. The central gateway CWG5 is responsible for transmitting the signals from each module on different CANs to the CAN of the ESC controller 1. The accelerator pedal is reset to zero, the brake pedal is reset to zero, the brake master cylinder pressure sensor 9 is reset to zero, and the vehicle receives a signal from the body controller BCM6 that the engine is in ignition, the driver's seat belt is fastened, the driver's door is closed, the transmission is in power gear (forward or reverse), the engine and transmission are transmitting torque normally and effectively, and the instrument cluster ICM displays that AUTOHOLD is in standby mode. Then the ESC controller 1 determines that the driver is about to stop on the slope and can control the four-wheel brake circuit to increase hydraulic pressure without pressing the brake pedal, thus realizing the AUTOHOLD automatic parking function.

[0039] In this embodiment of the invention, the instrument cluster ICM issues voice and / or text prompts to the driver to indicate the current AUTOHOLD status, whether it is activated, on standby, or deactivated. After the AUTOHOLD reaches the logical judgment time threshold, it is handed over to the electronic parking caliper 11 for parking, thereby increasing parking safety.

[0040] In the description of this invention, it should be understood that the terms "center," "lateral," "upper," "lower," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a number" means two or more. Additionally, the term "comprising" and any variations thereof are intended to cover non-exclusive inclusion.

[0041] This invention has been described with reference to embodiments. Without departing from the fundamental principles, several modifications and improvements can be made to this device. It should be noted that all technical solutions obtained through equivalent substitution or transformation fall within the protection scope of this invention.

Claims

1. A control method for AutoHold automatic parking: characterized in that: The process includes the following steps: When the vehicle is about to stop on a slope, the slope signal is obtained through the IMU longitudinal and lateral acceleration sensors of the ESC controller or other modules of the vehicle. At this time, the ESC controller determines that the vehicle is about to change from dynamic to static. The central gateway CWG is responsible for transmitting the signals from each module on different CANs to the CAN where the ESC controller is located. The accelerator pedal is reset to zero, the brake pedal is reset to zero, the brake master cylinder pressure sensor is reset to zero, and the body control module (BCM) sends a signal that the engine is in the ignition position, the driver's seat belt is fastened, the driver's door is closed, the transmission is in the power gear forward or reverse, the engine and transmission transmit torque normally and effectively, and the instrument cluster (ICM) displays that AUTOHOLD is in standby mode. Then the ESC controller determines that the driver is about to stop on the slope and can control the four-wheel brake circuit to increase hydraulic pressure without pressing the brake pedal, thus realizing the AUTOHOLD automatic parking function. It also includes a control system for implementing the above steps, the control system comprising: The ESC controller is used to control the longitudinal and lateral stability of the vehicle. Wheel speed sensors are used to detect vehicle speed; Brake pedal switch is used to detect whether the brake pedal is pressed; Accelerator pedal position sensor, used to detect the accelerator pedal opening degree; The central gateway (CWG) is used to electrically connect the ESC controller, the wheel speed sensor, the brake pedal switch, and the accelerator pedal position sensor; wherein, the ESC controller also includes an electronic parking brake (EPB) module. It also includes a Body Control Module (BCM) for controlling the electrical components in the vehicle body; It also includes the engine control system (EMS) to reduce fuel consumption; It also includes a transmission control unit (TCU) for enabling automatic gear shifting in the vehicle; It also includes a brake master cylinder pressure sensor for detecting the pressure inside the brake master cylinder.

2. The AutoHold automatic parking control method according to claim 1, characterized in that, It also includes electronic parking calipers for clamping the brake disc.

3. The AutoHold automatic parking control method according to claim 2, characterized in that, It also includes a prompting unit, which is a combination instrument (ICM) and is electrically connected to the central gateway (CWG).

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