Method and device for controlling the resistance-increasing function of a vehicle's power system

Abstract

The present disclosure provides a method and device for controlling the resistance-increasing function of a vehicle's power system, and relates to the technical field of vehicle power systems. The method includes: if a first throttle signal is detected to be a first value, determining whether the vehicle has a first brake master cylinder pressure value; wherein the first brake master cylinder pressure value is used to characterize the force value of the vehicle's brake being stepped on; if the vehicle has a first brake master cylinder pressure value, determining the first expected deceleration value of the vehicle according to the first brake master cylinder pressure value; obtaining the first actual deceleration value of the vehicle, and determining whether to start the power system resistance-increasing function according to the first actual deceleration value of the vehicle and the first expected deceleration value of the vehicle. By adopting this technical solution, it is possible to timely identify that the vehicle is in a downhill scene, and then timely control the vehicle deceleration, thereby improving the safety of vehicle driving.

Description

Technical Field

[0001] The disclosed embodiments relate to the technical field of vehicle power systems, and more particularly to a method and device for controlling a resistance-increasing function of a vehicle power system. Background Art

[0002] At present, automatic transmission vehicles are widely used. In downhill scenarios, automatic transmission vehicles generally identify slope signals, then enter mountain mode based on the slope signals, and then downshift to slow down.

[0003] However, vehicles equipped with slope sensors also face the problem of frequent and unstable slope signals on bumpy roads, which makes it impossible to effectively identify the slope, and thus fail to activate the mountain downhill mode in time, resulting in an inability to lower the gear and increase the engine speed to increase the vehicle's braking force.

[0004] Therefore, there is an urgent need for a method for controlling the increased resistance function of a vehicle's power system, which can promptly identify that the vehicle is in a downhill scenario, and then promptly control the vehicle to decelerate, thereby improving the safety of vehicle driving. Summary of the invention

[0005] In order to solve the above technical problems or at least partially solve the above technical problems, an embodiment of the present disclosure provides a method and device for controlling a resistance-increasing function of a power system of a vehicle.

[0006] A first aspect of an embodiment of the present disclosure provides a method for controlling a resistance-increasing function of a power system of a vehicle, the method comprising:

[0007] If the first throttle signal is detected to be a first value, it is determined whether the vehicle has a first brake master cylinder pressure value; wherein the first brake master cylinder pressure value is used to represent the force value of the brake of the vehicle being stepped on;

[0008] If the vehicle has the first brake master cylinder pressure value, determining a first expected deceleration value of the vehicle according to the first brake master cylinder pressure value;

[0009] A first actual deceleration value of the vehicle is obtained, and according to the first actual deceleration value of the vehicle and a first expected deceleration value of the vehicle, it is determined whether to start a power system resistance increase function.

[0010] In one example, determining whether to start a power system resistance increase function according to a first actual deceleration value of the vehicle and a first expected deceleration value of the vehicle includes:

[0011] Calculating a first difference between the first expected deceleration value of the vehicle and the first actual deceleration value of the vehicle according to the first actual deceleration value of the vehicle and the first expected deceleration value of the vehicle;

[0012] If the first difference is less than a first threshold, the power system resistance increase function is started.

[0013] In one example, after calculating a first difference between a first expected deceleration value of the vehicle and a first actual deceleration value of the vehicle, the method further includes:

[0014] If the first difference is greater than or equal to a first threshold, detecting whether a first brake signal exists;

[0015] If the first brake signal exists, obtaining a second brake master cylinder pressure value;

[0016] determining a second expected deceleration value of the vehicle according to the second brake master cylinder pressure value;

[0017] A second actual deceleration value of the vehicle is obtained, and according to the second actual deceleration value of the vehicle and a second expected deceleration value of the vehicle, it is determined whether to start a power system resistance increase function.

[0018] In one example, after detecting whether there is a first brake signal, the method further includes:

[0019] If the first brake signal does not exist, obtaining a second throttle signal;

[0020] If the second throttle signal is a first value, then after a first preset time, the power system resistance increase function is exited;

[0021] If the second throttle signal is a second value, the power system resistance increase function is exited.

[0022] In one example, after determining whether the vehicle has the first brake master cylinder pressure value, the method further includes:

[0023] If the vehicle does not have the first brake master cylinder pressure value, detecting whether a second brake signal exists;

[0024] If the second brake signal exists, obtaining a third actual deceleration value of the vehicle;

[0025] If the third actual deceleration value of the vehicle is greater than the second threshold value and is maintained for a second preset time period, the power system resistance increase function is started, and the power system resistance increase function is at the highest level.

[0026] In one example, after the power system increases the resistance function to the highest level, the method further includes:

[0027] Detecting whether a third brake signal exists, and if the third brake signal does not exist, acquiring a third throttle signal;

[0028] If the third throttle signal is a first value, then after a first preset time, the power system resistance increase function is exited;

[0029] If the third throttle signal is the second value, the power system resistance increase function is exited.

[0030] In one example, after obtaining the third actual deceleration value of the vehicle, the method further includes:

[0031] If the third actual deceleration value of the vehicle is less than or equal to the second threshold, detecting whether there is a fourth brake signal;

[0032] If the fourth brake signal is present, obtaining a fourth actual deceleration value of the vehicle;

[0033] If the fourth actual deceleration value of the vehicle is greater than the second threshold value and is maintained for a second preset time period, the power system resistance increase function is started, and the power system resistance increase function is at the highest level.

[0034] In one example, after detecting whether there is a fourth brake signal, the method further includes:

[0035] If the fourth brake signal does not exist, obtaining a fourth throttle signal;

[0036] If it is detected that the fourth throttle signal is the first value and the vehicle does not have the third brake master cylinder pressure value, detecting whether there is a fifth brake signal;

[0037] If the fifth brake signal is present, obtaining a fifth actual deceleration value of the vehicle;

[0038] If the fifth actual deceleration value of the vehicle is greater than the second threshold, the power system resistance increase function is started, and the power system resistance increase function is at the highest level.

[0039] A second aspect of an embodiment of the present disclosure provides a device for controlling a resistance-increasing function of a power system of a vehicle, the device comprising:

[0040] A detection module, configured to determine whether the vehicle has a first brake master cylinder pressure value if the first throttle signal is detected to be a first value; wherein the first brake master cylinder pressure value is used to represent the force value of the brake being stepped on by the vehicle;

[0041] a first determination module, configured to determine a first expected deceleration value of the vehicle according to the first brake master cylinder pressure value if the vehicle has the first brake master cylinder pressure value;

[0042] The second determination module is used to obtain a first actual deceleration value of the vehicle, and determine whether to start a power system resistance increase function according to the first actual deceleration value of the vehicle and a first expected deceleration value of the vehicle.

[0043] A third aspect of an embodiment of the present disclosure provides an electronic device, the server comprising: a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the processor executes the method of the first aspect above.

[0044] A fourth aspect of an embodiment of the present disclosure provides a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the method of the first aspect described above can be implemented.

[0045] The disclosed embodiment provides a method and device for controlling the power system resistance increase function of a vehicle, the method comprising: if the first throttle signal is detected to be a first value, determining whether the vehicle has a first brake master cylinder pressure value; wherein the first brake master cylinder pressure value is used to characterize the force value of the brake being stepped on by the vehicle; if the vehicle has the first brake master cylinder pressure value, determining the first expected deceleration value of the vehicle according to the first brake master cylinder pressure value; obtaining the first actual deceleration value of the vehicle, and determining whether to start the power system resistance increase function according to the first actual deceleration value of the vehicle and the first expected deceleration value of the vehicle. By adopting this technical solution, it is possible to timely identify that the vehicle is in a downhill scene, and then timely control the vehicle deceleration, thereby improving the safety of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0047] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0048] Figure 1 It is a flow chart of a method for controlling a resistance increasing function of a power system of a vehicle provided by an embodiment of the present disclosure;

[0049] Figure 2 It is a flow chart of a method for controlling a resistance increasing function of a power system of a vehicle provided by an embodiment of the present disclosure;

[0050] Figure 3It is a flow chart of a method for controlling a resistance increasing function of a power system of a vehicle provided by an embodiment of the present disclosure;

[0051] Figure 4 It is a structural schematic diagram of a vehicle power system resistance increase function control device provided by an embodiment of the present disclosure;

[0052] Figure 5 It is a structural diagram of an electronic device in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0053] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0054] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0055] In the relevant technology, many vehicles, especially in the field of commercial vehicles, are not equipped with slope sensors in order to reduce costs. Vehicles without slope sensors cannot determine whether the vehicle is in downhill mode, and the gearbox cannot actively use auxiliary means to increase the vehicle's braking force, and can only rely on the vehicle's brake system to provide braking force; the brake system in the vehicle's braking system is a consumable part, and it is easy for the friction plate to be excessively damaged during braking, the brake system to overheat due to long-term braking, and the use of air brakes due to air leakage or frequent braking in a short period of time resulting in insufficient air pressure, etc., resulting in insufficient braking force or even failure of the brake system, seriously endangering driving safety.

[0056] Furthermore, vehicles equipped with slope sensors also face the problem of frequent and unstable slope signals on bumpy roads, which cannot effectively identify the slope and cannot activate the mountain downhill mode in time, resulting in an inability to lower the gear, increase the engine speed, and increase the vehicle's braking force. During vehicle driving, the slope sensor is greatly affected by changes in the road surface or vehicle posture, which can lead to poor accuracy in slope recognition. As a result, the gearbox manufacturer fails to guarantee the driving experience and cannot easily trigger the mountain mode.

[0057] If the brake system of a vehicle with a manual mode function fails, the driver may panic and fail to use the function correctly. Instead of downshifting to increase the vehicle's braking force, the driver upshifts in panic and weakens the vehicle's braking force. This incorrect operation may seriously endanger the safety of the driver and vehicle.

[0058] Figure 11 is a flow chart of a method for controlling a vehicle power system resistance increase function provided by an embodiment of the present disclosure, and the method can be executed by an electronic device. The electronic device can be configured in a vehicle. Figure 1 As shown, the method provided in this embodiment includes the following steps:

[0059] S101. If it is detected that the first throttle signal is a first value, determine whether the vehicle has a first brake master cylinder pressure value; wherein the first brake master cylinder pressure value is used to represent the force value of the vehicle's brake being stepped on.

[0060] In one example, the first value is a value preset by the user, specifically, it may be 0. The first brake master cylinder pressure value is used to represent the force value of the vehicle's brake being stepped on. The larger the first brake master cylinder pressure value, the greater the force value of the vehicle's brake being stepped on.

[0061] In this embodiment, during the driving of the vehicle, the first throttle signal of the vehicle is continuously detected, and if the first throttle signal is a first value, it is determined whether the vehicle has a first brake master cylinder pressure value.

[0062] In one example, if the first throttle signal is detected to be the second value, the first throttle signal continues to be detected until the first throttle signal is detected to be the first value.

[0063] S102: If the vehicle has a first brake master cylinder pressure value, determine a first expected deceleration value of the vehicle according to the first brake master cylinder pressure value.

[0064] In one example, if the vehicle has a first brake master cylinder pressure value, a preset mapping table can be called to determine the first expected deceleration value of the vehicle according to the preset mapping table and the first brake master cylinder pressure value. Specifically, the preset mapping table contains the correspondence between the preset brake master cylinder pressure value and the preset expected deceleration value of the vehicle. For example, if the preset brake master cylinder pressure value is A, then the corresponding preset expected deceleration value of the vehicle is B, and the two are in a corresponding relationship in the preset mapping table. If the first brake master cylinder pressure value is A, then the preset expected deceleration value of the vehicle can be found in the preset mapping table as B, and B is determined as the first expected deceleration value of the vehicle. In this embodiment, the preset brake master cylinder pressure value and the preset expected deceleration value of the vehicle are obtained in advance after testing on a flat road surface, and then filled in the preset mapping table. It is worth noting that the preset expected deceleration value of the vehicle is a negative value.

[0065] S103: Obtain a first actual deceleration value of the vehicle, and determine whether to start a power system resistance increase function according to the first actual deceleration value of the vehicle and a first expected deceleration value of the vehicle.

[0066] In one example, the first actual deceleration value of the vehicle represents the real-time deceleration value of the vehicle. For a clearer description, the first actual deceleration value of the vehicle may be set to C. Then, according to the relationship between the first expected deceleration value B of the vehicle and the first actual deceleration value C of the vehicle, it is determined whether to start the power system resistance increase function. The power system resistance increase function is used to assist the vehicle in decelerating.

[0067] The disclosed embodiment provides a method for controlling the power system resistance increase function of a vehicle, the method comprising: if the first throttle signal is detected to be a first value, determining whether the vehicle has a first brake master cylinder pressure value; wherein the first brake master cylinder pressure value is used to characterize the force value of the vehicle's brake being stepped on; if the vehicle has the first brake master cylinder pressure value, determining the first expected deceleration value of the vehicle according to the first brake master cylinder pressure value; obtaining the first actual deceleration value of the vehicle, and determining whether to start the power system resistance increase function according to the first actual deceleration value of the vehicle and the first expected deceleration value of the vehicle. By adopting this technical solution, it is possible to timely identify that the vehicle is in a downhill scene, and then timely control the vehicle deceleration, thereby improving the safety of vehicle driving.

[0068] Figure 2 The flowchart of a method for controlling a vehicle power system resistance increase function provided by an embodiment of the present disclosure is shown. The embodiment of the present disclosure is optimized on the basis of the above embodiment, and the embodiment of the present disclosure can be combined with various optional solutions in one or more of the above embodiments.

[0069] like Figure 2 As shown, the method for controlling the increased resistance function of the power system of the vehicle may include the following steps:

[0070] S201. If it is detected that the first throttle signal is a first value, determine whether the vehicle has a first brake master cylinder pressure value; wherein the first brake master cylinder pressure value is used to represent the force value of the vehicle's brake being stepped on.

[0071] In an example, this step can refer to the description of step S101.

[0072] S202: If the vehicle has a first brake master cylinder pressure value, determine a first expected deceleration value of the vehicle according to the first brake master cylinder pressure value.

[0073] In an example, this step can refer to the description part of step S102.

[0074] S203: Obtain a first actual deceleration value of the vehicle, and calculate a first difference between the first expected deceleration value of the vehicle and the first actual deceleration value of the vehicle according to the first actual deceleration value of the vehicle and the first expected deceleration value of the vehicle.

[0075] In one example, for a clearer explanation, the first actual deceleration value C of the vehicle is set to -4 m / s, and the first expected deceleration value B of the vehicle is set to -6 m / s, then the first difference D = BC = -6 - (-4) = -2. It is worth noting that the first difference is obtained by subtracting the first actual deceleration value of the vehicle from the first expected deceleration value of the vehicle.

[0076] S204: If the first difference is less than the first threshold, start the power system resistance increase function.

[0077] In one example, the first threshold value can be set according to actual conditions, and for convenience of explanation, the first threshold value is -4. If the first difference value is less than the first threshold value, for example, the first difference value is -6, it means that the actual deceleration requirement of the first actual deceleration value C of the vehicle does not meet the numerical requirement of the first expected deceleration value B of the vehicle, and therefore, it is necessary to start the power system to increase the resistance function to assist in deceleration.

[0078] S205: If the first difference is greater than or equal to the first threshold, detect whether there is a first brake signal.

[0079] In one example, the first threshold value can be set according to the actual situation. For the convenience of explanation, the first threshold value is -4. If the first difference is greater than or equal to the first threshold value, for example, the first difference is -2, it means that the first actual deceleration value C of the vehicle has reached the numerical requirement of the first expected deceleration value B of the vehicle, and there is no need to start the power system to increase the resistance function to assist in deceleration. At this time, it is detected whether there is a first brake signal. The advantage of this setting is to check whether the user continues to decelerate through the first brake signal.

[0080] S206: If the first brake signal exists, obtain the second brake master cylinder pressure value.

[0081] In one example, if there is a first brake signal, it means that the user continues to decelerate through the first brake signal. Then, the second brake master cylinder pressure value corresponding to the first brake signal is obtained. The second brake master cylinder pressure value is used to represent the force value of the vehicle's brake being stepped on.

[0082] In one example, step S206 is after step S204 and also after step S205.

[0083] S207. Determine a second expected deceleration value of the vehicle according to the second brake master cylinder pressure value.

[0084] In an example, this step may refer to the process of determining the first expected deceleration value of the vehicle according to the first brake master cylinder pressure value, and specifically refer to the description of step S102.

[0085] S208: Obtain a second actual deceleration value of the vehicle, and determine whether to start a power system resistance increase function according to the second actual deceleration value of the vehicle and a second expected deceleration value of the vehicle.

[0086] In one example, this step can refer to the description of step S203 to step S204. That is, it is determined whether to start the power system resistance increase function again according to the second difference between the second actual deceleration value of the vehicle and the second expected deceleration value of the vehicle.

[0087] S209: If the first brake signal does not exist, obtain a second throttle signal.

[0088] In one example, if the first brake signal does not exist, it means that the user no longer decelerates through the first brake signal or the brakes are not sensitive.

[0089] S210: If the second throttle signal is the first value, then after a first preset time, the power system resistance increase function is exited.

[0090] In one example, if the second throttle signal is the first value, it means that the user has no intention to accelerate, and then after the first preset time, the power system resistance increase function is exited. At this time, the user does not need to accelerate, but may need to continue to increase resistance to decelerate, such as the brake is not sensitive.

[0091] Therefore, the power system resistance increase function can be exited after the first preset time period, wherein the first preset time period can be a time period set by the user, for example, 10 seconds.

[0092] S211: If the second throttle signal is a second value, exit the power system resistance increase function.

[0093] In one example, if the second throttle signal is a second value, wherein the second value is different from the first value, that is, when the first value is 0, the second value is not 0. If the second throttle signal is the second value, it means that the user has a need to accelerate, and at this time, it is necessary to immediately exit the power system resistance increase function, that is, no longer decelerate through the power system resistance increase function.

[0094] The disclosed embodiment provides a method for controlling a resistance-increasing function of a power system of a vehicle, the method comprising: if a first difference is greater than or equal to a first threshold, detecting whether a first brake signal exists. If a first brake signal exists, obtaining a second brake master cylinder pressure value. Determining a second expected deceleration value of the vehicle according to the second brake master cylinder pressure value. Obtaining a second actual deceleration value of the vehicle, and determining whether to start the resistance-increasing function of the power system according to the second actual deceleration value of the vehicle and the second expected deceleration value of the vehicle. If the first brake signal does not exist, obtaining a second throttle signal. If the second throttle signal is a first value, exiting the resistance-increasing function of the power system after a first preset time. If the second throttle signal is a second value, exiting the resistance-increasing function of the power system. By adopting the technical solution, when the vehicle is on a downhill section, it can be identified more timely and effectively without relying on a slope signal, which can effectively avoid the influence of bumpy roads on the slope signal, ensure the driving experience of the vehicle and reduce the burden and wear of the brake system.

[0095] Figure 3 The flowchart of a method for controlling a vehicle power system resistance increase function provided by an embodiment of the present disclosure is shown. The embodiment of the present disclosure is optimized on the basis of the above embodiment, and the embodiment of the present disclosure can be combined with various optional solutions in one or more of the above embodiments.

[0096] like Figure 3 As shown, the method for controlling the increased resistance function of the power system of the vehicle may include the following steps:

[0097] S301. If it is detected that the first throttle signal is a first value, determine whether the vehicle has a first brake master cylinder pressure value; wherein the first brake master cylinder pressure value is used to represent the force value of the vehicle's brake being stepped on.

[0098] In an example, this step can refer to the description of step S101.

[0099] S302: If the vehicle does not have the first brake master cylinder pressure value, detect whether there is a second brake signal.

[0100] In one example, if the vehicle does not have the first brake master cylinder pressure value, it means that the vehicle is not equipped with a brake master cylinder, and the subsequent operation is determined by the second brake signal.

[0101] S303: If there is a second brake signal, obtain a third actual deceleration value of the vehicle.

[0102] In one example, if there is a second brake signal, it means that the user decelerates by stepping on the brake, and a third actual deceleration value of the vehicle is obtained.

[0103] In one example, if the second brake signal does not exist, step S301 is executed again.

[0104] S304: If the third actual deceleration value of the vehicle is greater than the second threshold value and is maintained for the second preset time, the power system resistance increase function is started, and the power system resistance increase function is at the highest level.

[0105] In one example, if the second threshold is a positive number, then if the third actual deceleration value of the vehicle is greater than the second threshold and is maintained for the second preset time, it means that the vehicle's brake system has been used for a long time on a long downhill section, causing the brake pads to overheat and fail, and the vehicle speed does not decrease or even increases when the user steps on the brake. At this time, the power system resistance increase function is activated, and the power system resistance increase function is at the highest level. The power system resistance increase function is used to force deceleration, and the higher the level of the power system resistance increase function, the faster the deceleration.

[0106] S305: Detect whether there is a third brake signal. If there is no third brake signal, obtain a third throttle signal.

[0107] In one example, it is detected again whether there is a third brake signal. If there is no third brake signal, it means that the brake fails or the user has no intention to decelerate. Then it is checked whether the user wants to accelerate, and then the third throttle signal is obtained.

[0108] In one example, if the third brake signal is present, the power system resistance increase function is kept activated and the power system resistance increase function is at the highest level.

[0109] S306: If the third throttle signal is the first value, then after a first preset time, the power system resistance increase function is exited.

[0110] In one example, please refer to the description of step S210, which will not be repeated here.

[0111] S307: If the third throttle signal is the second value, exit the power system resistance increase function.

[0112] In one example, please refer to the description of step S211, which will not be repeated here.

[0113] S308: If the third actual deceleration value of the vehicle is less than or equal to the second threshold, detect whether there is a fourth brake signal.

[0114] In one example, if the third actual deceleration value of the vehicle is less than or equal to the second threshold, it means that the vehicle is continuously decelerating. In order to avoid mistakenly starting the power system resistance increase function, the fourth brake signal is used for judgment.

[0115] S309: If there is a fourth brake signal, obtain a fourth actual deceleration value of the vehicle.

[0116] In one example, if there is a fourth brake signal, it means that the user intends to decelerate, and a fourth actual deceleration value of the vehicle is obtained.

[0117] S310: If the fourth actual deceleration value of the vehicle is greater than the second threshold value and is maintained for the second preset time, the power system resistance increase function is started, and the power system resistance increase function is at the highest level.

[0118] In one example, please refer to the description of step S304, which will not be repeated here.

[0119] In one example, if the fourth actual deceleration value of the vehicle is less than or equal to the second threshold, step S308 is re-executed.

[0120] S311: If the fourth brake signal does not exist, obtain a fourth throttle signal.

[0121] In one example, if the fourth brake signal does not exist, it indicates a brake failure or the user has no intention to decelerate, and then the fourth throttle signal is obtained after checking whether the user wants to accelerate.

[0122] S312: If it is detected that the fourth throttle signal is the first value and the vehicle does not have the third brake master cylinder pressure value, detect whether there is a fifth brake signal.

[0123] In an example, this step can refer to the description of step S301 and step S302.

[0124] In one example, if the fourth throttle signal is detected to be the second value, the fourth throttle signal is continuously detected until it is detected that the fourth throttle signal is the first value and the vehicle does not have the third brake master cylinder pressure value.

[0125] S313: If there is a fifth brake signal, obtain a fifth actual deceleration value of the vehicle.

[0126] In an example, this step can refer to the description of step S303.

[0127] In one example, if the fifth brake signal does not exist, step S311 is repeated.

[0128] S314: If the fifth actual deceleration value of the vehicle is greater than the second threshold, the power system resistance increase function is started, and the power system resistance increase function is at the highest level.

[0129] In an example, this step can refer to the description part of step S304.

[0130] In one example, if the fifth actual deceleration value of the vehicle is less than or equal to the second threshold, step S308 is re-executed.

[0131] The disclosed embodiment provides a method for controlling a vehicle's power system resistance-increasing function, which includes a deceleration control process of a vehicle without a brake master cylinder. By adopting this technical solution, the power system resistance-increasing function can be used to slow down the vehicle speed and reduce the harm to the driver and the vehicle.

[0132] Figure 4 1 is a schematic diagram of a structure of a vehicle power system resistance increase function control device provided by an embodiment of the present disclosure. The vehicle power system resistance increase function control device can be understood as the above electronic device or a part of the functional modules in the above electronic device. Figure 4 As shown, the vehicle power system resistance increasing function control device 40 includes:

[0133] The detection module 401 is used to determine whether the vehicle has a first brake master cylinder pressure value if the first throttle signal is detected to be a first value; wherein the first brake master cylinder pressure value is used to represent the force value of the vehicle's brake being stepped on;

[0134] A first determination module 402 is configured to determine a first expected deceleration value of the vehicle according to the first brake master cylinder pressure value if the vehicle has a first brake master cylinder pressure value;

[0135] The second determination module 403 is used to obtain a first actual deceleration value of the vehicle, and determine whether to start a power system resistance increase function according to the first actual deceleration value of the vehicle and a first expected deceleration value of the vehicle.

[0136] In one example, the second determination module 403 is configured to calculate a first difference between a first expected deceleration value of the vehicle and a first actual deceleration value of the vehicle according to a first actual deceleration value of the vehicle and a first expected deceleration value of the vehicle;

[0137] If the first difference is less than the first threshold, the power system resistance increase function is started.

[0138] In one example, the second determination module 403 is configured to detect whether a first brake signal exists if the first difference is greater than or equal to a first threshold;

[0139] If the first brake signal exists, the pressure value of the second brake master cylinder is obtained;

[0140] determining a second expected deceleration value of the vehicle according to the second brake master cylinder pressure value;

[0141] A second actual deceleration value of the vehicle is obtained, and according to the second actual deceleration value of the vehicle and a second expected deceleration value of the vehicle, it is determined whether to start a power system resistance increase function.

[0142] In one example, the second determination module 403 is configured to obtain a second throttle signal if the first brake signal does not exist;

[0143] If the second throttle signal is the first value, then after a first preset time, the power system resistance increase function is exited;

[0144] If the second throttle signal is the second value, the power system resistance increase function is exited.

[0145] In one example, the apparatus further comprises:

[0146] A third determination module 404 is used to detect whether there is a second brake signal if the vehicle does not have the first brake master cylinder pressure value;

[0147] If there is a second brake signal, obtaining a third actual deceleration value of the vehicle;

[0148] If the third actual deceleration value of the vehicle is greater than the second threshold value and is maintained for the second preset time, the power system resistance increase function is started, and the power system resistance increase function is at the highest level.

[0149] In one example, the third determination module 404 is used to detect whether there is a third brake signal, and if there is no third brake signal, obtain a third throttle signal;

[0150] If the third throttle signal is the first value, then after a first preset time, the power system resistance increase function is exited;

[0151] If the third throttle signal is the second value, the power system resistance increase function is exited.

[0152] In one example, the third determination module 404 is configured to detect whether a fourth brake signal exists if the third actual deceleration value of the vehicle is less than or equal to the second threshold;

[0153] If there is a fourth brake signal, obtaining a fourth actual deceleration value of the vehicle;

[0154] If the fourth actual deceleration value of the vehicle is greater than the second threshold value and is maintained for the second preset time length, the power system resistance increase function is started, and the power system resistance increase function is at the highest level.

[0155] In one example, the third determination module 404 is configured to obtain a fourth throttle signal if the fourth brake signal does not exist;

[0156] If it is detected that the fourth throttle signal is the first value and the vehicle does not have the third brake master cylinder pressure value, detecting whether there is a fifth brake signal;

[0157] If there is a fifth brake signal, obtaining a fifth actual deceleration value of the vehicle;

[0158] If the fifth actual deceleration value of the vehicle is greater than the second threshold, the power system resistance increase function is started, and the power system resistance increase function is at the highest level.

[0159] The device provided in this embodiment can execute the method of any of the above embodiments. By using this device, the following effects can be achieved: it can accurately identify whether the driver's operation under extreme conditions is reasonable, and avoid the owner's panic operation causing greater harm to himself and the vehicle; it can more accurately identify the driver's braking needs without increasing the cost of the vehicle, and improve the vehicle's ability to provide additional braking force when the braking system fails or the braking capacity is insufficient, thereby ensuring driving safety; it solves the problem that vehicles that use slope signals to enter mountain mode cannot enter mountain mode in time on bumpy downhill roads, increasing the load on the braking system or frequently entering and exiting mountain roads, which brings a bad driving experience to the driver.

[0160] An embodiment of the present disclosure further provides an electronic device, which includes: a memory, in which a computer program is stored; and a processor, which is used to execute the computer program. When the computer program is executed by the processor, the method of any of the above embodiments can be implemented.

[0161] For example, Figure 5 Schematic diagram of the structure of an electronic device in the embodiment of the present disclosure. Figure 5 , which shows a schematic diagram of the structure of an electronic device 1000 suitable for implementing the embodiment of the present disclosure. The electronic device 1000 in the embodiment of the present disclosure may include but is not limited to mobile terminals such as mobile phones, notebook computers, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), vehicle terminals (such as vehicle navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 5 The electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present disclosure.

[0162] like Figure 5As shown, the electronic device 1000 may include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 1001, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1008 to a random access memory (RAM) 1003. In the RAM 1003, various programs and data required for the operation of the electronic device 1000 are also stored. The processing device 1001, the ROM 1002, and the RAM 1003 are connected to each other via a bus 1004. An input / output (I / O) interface 1005 is also connected to the bus 1004.

[0163] Typically, the following devices may be connected to the I / O interface 1005: an input device 1006 including, for example, a touch screen, a touch pad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; an output device 1007 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 1008 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 may allow the electronic device 1000 to communicate with other devices wirelessly or by wire to exchange data. Although Figure 5 The electronic device 1000 is shown with various devices, but it should be understood that it is not required to implement or possess all the devices shown. More or fewer devices may be implemented or possessed instead.

[0164] In particular, according to an embodiment of the present disclosure, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a non-transitory computer-readable medium, and the computer program contains program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device 1009, or installed from a storage device 1008, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment of the present disclosure are executed.

[0165] It should be noted that the computer-readable medium mentioned above in the present disclosure may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present disclosure, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, device or device. In the present disclosure, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable program code. This propagated data signal may take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. Computer readable signal media may also be any computer readable medium other than computer readable storage media, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. The program code contained on the computer readable medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0166] In some embodiments, the client and the server may communicate using any currently known or future developed network protocol such as HTTP (HyperText Transfer Protocol), and may be interconnected with any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include a local area network ("LAN"), a wide area network ("WAN"), an internet (e.g., the Internet), and a peer-to-peer network (e.g., an ad hoc peer-to-peer network), as well as any currently known or future developed network.

[0167] The computer-readable medium may be included in the electronic device, or may exist independently without being incorporated into the electronic device.

[0168] The above-mentioned computer-readable medium carries one or more programs. When the above-mentioned one or more programs are executed by the electronic device, the electronic device: if the first throttle signal is detected to be a first value, then determine whether the vehicle has a first brake master cylinder pressure value; wherein the first brake master cylinder pressure value is used to characterize the force value of the brake of the vehicle being pressed; if the vehicle has the first brake master cylinder pressure value, then determine the first expected deceleration value of the vehicle according to the first brake master cylinder pressure value; obtain the first actual deceleration value of the vehicle, and determine whether to start the power system resistance increase function according to the first actual deceleration value of the vehicle and the first expected deceleration value of the vehicle.

[0169] Computer program code for performing the operations of the present disclosure may be written in one or more programming languages ​​or a combination thereof, including, but not limited to, object-oriented programming languages, such as Java, Smalltalk, C++, and conventional procedural programming languages, such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0170] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present disclosure. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some implementations as replacements, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0171] The units involved in the embodiments described in the present disclosure may be implemented by software or hardware, wherein the name of a unit does not, in some cases, limit the unit itself.

[0172] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0173] In the context of the present disclosure, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0174] The embodiments of the present disclosure also provide a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the method of any of the above embodiments can be implemented. The execution method and beneficial effects are similar and will not be repeated here.

[0175] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0176] The above description is only a specific embodiment of the present disclosure, so that those skilled in the art can understand or implement the present disclosure. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling a vehicle's power system resistance-increasing function, characterized in that: include: If the first throttle signal is detected to be a first value, it is determined whether the vehicle has a first brake master cylinder pressure value; wherein the first brake master cylinder pressure value is used to represent the force value of the brake of the vehicle being stepped on; If the vehicle has the first brake master cylinder pressure value, determining a first expected deceleration value of the vehicle according to the first brake master cylinder pressure value; If the vehicle has the first brake master cylinder pressure value, determining a first expected deceleration value of the vehicle according to the first brake master cylinder pressure value includes: If the vehicle has the first brake master cylinder pressure value, calling a preset mapping table, and determining a first expected deceleration value of the vehicle according to the preset mapping table and the first brake master cylinder pressure value; A first actual deceleration value of the vehicle is obtained, and according to the first actual deceleration value of the vehicle and a first expected deceleration value of the vehicle, it is determined whether to start a power system resistance increase function.

2. The method according to claim 1, characterized in that: The determining whether to start the power system resistance increase function according to the first actual deceleration value of the vehicle and the first expected deceleration value of the vehicle includes: Calculating a first difference between the first expected deceleration value of the vehicle and the first actual deceleration value of the vehicle according to the first actual deceleration value of the vehicle and the first expected deceleration value of the vehicle; If the first difference is less than a first threshold, the power system resistance increase function is started.

3. The method according to claim 2, characterized in that After calculating a first difference between a first expected deceleration value of the vehicle and a first actual deceleration value of the vehicle, the method further includes: If the first difference is greater than or equal to a first threshold, detecting whether a first brake signal exists; If the first brake signal exists, obtaining a second brake master cylinder pressure value; determining a second expected deceleration value of the vehicle according to the second brake master cylinder pressure value; A second actual deceleration value of the vehicle is obtained, and according to the second actual deceleration value of the vehicle and a second expected deceleration value of the vehicle, it is determined whether to start a power system resistance increase function.

4. The method according to claim 3, characterized in that: After detecting whether there is a first brake signal, the method further includes: If the first brake signal does not exist, obtaining a second throttle signal; If the second throttle signal is a first value, then after a first preset time, the power system resistance increase function is exited; If the second throttle signal is a second value, the power system resistance increase function is exited.

5. The method according to claim 1, characterized in that After determining whether the vehicle has the first brake master cylinder pressure value, the method further includes: If the vehicle does not have the first brake master cylinder pressure value, detecting whether a second brake signal exists; If the second brake signal exists, obtaining a third actual deceleration value of the vehicle; If the third actual deceleration value of the vehicle is greater than the second threshold value and is maintained for a second preset time period, the power system resistance increase function is started, and the power system resistance increase function is at the highest level.

6. The method according to claim 5, characterized in that After the power system increases the resistance function to the highest level, the method further includes: Detecting whether a third brake signal exists, and if the third brake signal does not exist, acquiring a third throttle signal; If the third throttle signal is a first value, then after a first preset time, the power system resistance increase function is exited; If the third throttle signal is the second value, the power system resistance increase function is exited.

7. The method according to claim 5, characterized in that After obtaining the third actual deceleration value of the vehicle, the method further includes: If the third actual deceleration value of the vehicle is less than or equal to the second threshold, detecting whether there is a fourth brake signal; If the fourth brake signal is present, obtaining a fourth actual deceleration value of the vehicle; If the fourth actual deceleration value of the vehicle is greater than the second threshold value and is maintained for a second preset time period, the power system resistance increase function is started, and the power system resistance increase function is at the highest level.

8. The method according to claim 7, characterized in that After detecting whether there is a fourth brake signal, the method further includes: If the fourth brake signal does not exist, obtaining a fourth throttle signal; If it is detected that the fourth throttle signal is the first value and the vehicle does not have the third brake master cylinder pressure value, detecting whether there is a fifth brake signal; If the fifth brake signal is present, obtaining a fifth actual deceleration value of the vehicle; If the fifth actual deceleration value of the vehicle is greater than the second threshold, the power system resistance increase function is started, and the power system resistance increase function is at the highest level.

9. A vehicle power system resistance increase function control device, characterized in that: include: A detection module, configured to determine whether the vehicle has a first brake master cylinder pressure value if the first throttle signal is detected to be a first value; wherein the first brake master cylinder pressure value is used to represent the force value of the brake being stepped on by the vehicle; a first determination module, configured to determine a first expected deceleration value of the vehicle according to the first brake master cylinder pressure value if the vehicle has the first brake master cylinder pressure value; The first determination module is specifically configured to call a preset mapping table if the vehicle has the first brake master cylinder pressure value, and determine a first expected deceleration value of the vehicle according to the preset mapping table and the first brake master cylinder pressure value; The second determination module is used to obtain a first actual deceleration value of the vehicle, and determine whether to start a power system resistance increase function according to the first actual deceleration value of the vehicle and a first expected deceleration value of the vehicle.

10. An electronic device, characterized in that: include: A processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the processor executes the method according to any one of claims 1 to 8.

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