Comfortable parking method and system and vehicle

Abstract

The invention discloses a comfortable parking method and system and a vehicle. The method comprises the steps that the opening degree of a brake pedal of the vehicle is obtained; when the opening degree of the brake pedal indicates that the vehicle enters the brake state, the speed and the brake pressure value of the vehicle are obtained in real time; when the speed of the vehicle is reduced to a first preset threshold value, target driving force of a first motor is obtained according to a preset corresponding relation among the speed of the vehicle, the brake pressure value and the target driving force of the first motor; the speed of the vehicle is in negative correlation with the target driving force; the driving force of the first motor is corrected according to the target driving force until the speed of the vehicle is smaller than or equal to a second preset threshold value; the driving force of the first motor is in negative correlation with the nodding angle of the whole vehicle; the second preset threshold value is smaller than the first preset threshold value. The motor is controlled to output the driving torque in a mode of increasing the driving force of the motor during automobile braking so as to reduce the nodding angle of the whole automobile, and then the comfort is improved.

Description

Technical Field

[0001] This application relates to the field of automotive electronics technology, and particularly to a comfortable parking method, system and vehicle. Background Art

[0002] With the improvement of users' requirements for vehicle comfort, automobile manufacturers have improved vehicle comfort in various aspects. Among them, comfortable parking, as a way to improve comfort, has received extensive attention.

[0003] In the related art, during the process of braking to stop with a stable or gradually increasing braking opening, the longitudinal load caused by deceleration transfers forward, the front suspension compresses and the vehicle body tilts forward. At the moment of stopping, the braking force changes from dynamic friction to static friction, the deceleration immediately disappears, and the vehicle body posture quickly recovers, resulting in multiple suspension compression / stretching oscillations. The overall vehicle nod angle is relatively large, and thus the comfort during vehicle braking is poor. Summary of the Invention

[0004] Based on the above problems, this application provides a comfortable parking method, system and vehicle, which improves the comfort during vehicle braking.

[0005] The embodiments of this application disclose the following technical solutions:

[0006] In a first aspect, this application provides a method, which includes:

[0007] Obtain the opening of the vehicle's brake pedal;

[0008] When the opening of the brake pedal indicates that the vehicle enters the braking state, obtain the vehicle speed and braking pressure value in real time;

[0009] When the vehicle speed drops to a first preset threshold, obtain the target driving force of the first motor according to the preset corresponding relationship between the vehicle speed, the braking pressure value and the target driving force of the first motor; the vehicle speed and the braking pressure value are respectively negatively correlated with the target driving force;

[0010] Modify the driving force of the first motor according to the target driving force until the vehicle speed is less than or equal to a second preset threshold; the driving force of the first motor is negatively correlated with the overall vehicle nod angle of the vehicle; the second preset threshold is less than the first preset threshold.

[0011] Optionally, when the opening of the brake pedal indicates that the vehicle enters the braking state, the method further includes:

[0012] Obtain the slope where the vehicle is located in real time;

[0013] When the speed of the vehicle drops to a first preset threshold, obtaining the target driving force of the first motor according to a preset correspondence relationship between the speed of the vehicle, the braking pressure value and the target driving force of the first motor specifically includes:

[0014] When the speed of the vehicle drops to a first preset threshold, obtaining the first target driving force of the first motor according to a preset correspondence relationship between the speed of the vehicle, the braking pressure value and the target driving force of the first motor;

[0015] Adjusting the first target driving force according to the slope to obtain the target driving force of the first motor.

[0016] Optionally, when the slope is an uphill slope, adjusting the first target driving force according to the slope to obtain the target driving force of the first motor specifically includes:

[0017] Obtaining an adjustment amount according to the uphill slope and the weight of the vehicle;

[0018] Taking the sum of the first target driving force and the adjustment amount as the target driving force of the first motor.

[0019] Optionally, when the slope is a downhill slope, adjusting the first target driving force according to the slope to obtain the target driving force of the first motor specifically includes:

[0020] Obtaining an adjustment amount according to the downhill slope and the weight of the vehicle;

[0021] Taking the difference between the first target driving force and the adjustment amount as the target driving force of the first motor.

[0022] Optionally, the method further includes:

[0023] When the speed of the vehicle drops to a first preset threshold, starting to time;

[0024] Correcting the driving force of the first motor according to the target driving force until the speed of the vehicle is less than or equal to a second preset threshold specifically includes:

[0025] Correcting the driving force of the first motor according to the target driving force of the motor until the timing time is greater than a preset time.

[0026] Optionally, the vehicle further includes a second motor. When the speed of the vehicle drops to a first preset threshold, obtaining the target driving force of the first motor according to a preset correspondence relationship between the speed of the vehicle, the braking pressure value and the target driving force of the first motor specifically includes:

[0027] When the speed of the vehicle drops to a first preset threshold, obtain a target driving force according to a preset corresponding relationship among the speed of the vehicle, a braking pressure value, and the target driving force;

[0028] Obtain the target driving force of the first motor according to a preset corresponding relationship among the speed of the vehicle, a braking pressure value, and the target driving force of the first motor and a distribution coefficient of the first motor; obtain the target driving force of the second motor according to a preset corresponding relationship among the speed of the vehicle, a braking pressure value, and the target driving force of the second motor and a distribution coefficient of the second motor;

[0029] The modifying the driving force of the first motor according to the target driving force until the speed of the vehicle is less than or equal to a second preset threshold specifically includes:

[0030] Modify the driving force of the first motor according to the target driving force of the first motor, and modify the driving force of the second motor according to the target driving force of the second motor until the speed of the vehicle is less than or equal to a second preset threshold; the driving force of the second motor is negatively correlated with the vehicle's overall vehicle nose-down angle.

[0031] In a second aspect, an embodiment of the present application provides a system including: a first acquisition module, a second acquisition module, a third acquisition module, and a modification module;

[0032] The first acquisition module is configured to acquire the opening degree of the vehicle's brake pedal;

[0033] The second acquisition module is configured to, when the opening degree of the brake pedal indicates that the vehicle enters a braking state, acquire the speed of the vehicle in real time;

[0034] The third acquisition module is configured to, when the speed of the vehicle drops to a first preset threshold, acquire the target driving force of the first motor according to a preset corresponding relationship among the speed of the vehicle, a braking pressure value, and the target driving force of the first motor; the speed of the vehicle and the braking pressure value are respectively negatively correlated with the target driving force;

[0035] The modification module is configured to modify the driving force of the first motor according to the target driving force until the speed of the vehicle is less than or equal to a second preset threshold; the driving force of the first motor is negatively correlated with the vehicle's overall vehicle nose-down angle; the second preset threshold is less than the first preset threshold.

[0036] Optionally, the system further includes: a fourth acquisition module;

[0037] The fourth acquisition module is configured to acquire the slope where the vehicle is located in real time;

[0038] The third acquisition module is specifically configured to:

[0039] When the speed of the vehicle drops to a first preset threshold, obtain a first target driving force of the first motor according to a preset corresponding relationship between the speed of the vehicle, the braking pressure value and the target driving force of the first motor;

[0040] Adjust the first target driving force according to the slope to obtain the target driving force of the first motor.

[0041] Optionally, the third obtaining module is specifically configured to:

[0042] Obtain an adjustment amount according to the uphill slope and the weight of the vehicle;

[0043] Use the sum of the first target driving force and the adjustment amount as the target driving force of the first motor.

[0044] Optionally, the third obtaining module is specifically configured to:

[0045] Obtain an adjustment amount according to the downhill slope and the weight of the vehicle;

[0046] Use the difference between the first target driving force and the adjustment amount as the target driving force of the first motor.

[0047] Optionally, the system further includes: a timing module;

[0048] The timing module is configured to:

[0049] Start timing when the speed of the vehicle drops to the first preset threshold;

[0050] The specifically including that modifying the driving force of the first motor according to the target driving force until the speed of the vehicle is less than or equal to a second preset threshold includes:

[0051] Modify the driving force of the first motor according to the target motor driving force until the timing time is greater than a preset time.

[0052] Optionally, the third obtaining module is specifically configured to:

[0053] When the speed of the vehicle drops to the first preset threshold, obtain a target driving force according to a preset corresponding relationship between the speed of the vehicle, the braking pressure value and the target driving force;

[0054] Obtain the target driving force of the first motor according to the preset correspondence between the speed of the vehicle, the braking pressure value and the target driving force of the first motor, and the distribution coefficient of the first motor; obtain the target driving force of the second motor according to the preset correspondence between the speed of the vehicle, the braking pressure value and the target driving force of the second motor, and the distribution coefficient of the second motor;

[0055] The correction module is specifically configured to:

[0056] Correct the driving force of the first motor according to the target driving force of the first motor, and correct the driving force of the second motor according to the target driving force of the second motor until the speed of the vehicle is less than or equal to a second preset threshold; the driving force of the second motor is negatively correlated with the vehicle's overall vehicle nod angle.

[0057] In a third aspect, an embodiment of the present application further provides a vehicle, which is equipped with a comfortable parking system, and the comfortable parking system is used to execute the comfortable parking method according to any one of the first aspects.

[0058] Compared with the prior art, the present application has the following beneficial effects:

[0059] Obtain the opening degree of the vehicle's brake pedal; when the opening degree of the brake pedal indicates that the vehicle enters the braking state, obtain the speed of the vehicle in real time; when the speed of the vehicle drops to a first preset threshold, obtain the target driving force of the first motor according to the preset correspondence between the speed of the vehicle, the braking pressure value and the target driving force of the first motor; the speed of the vehicle is negatively correlated with the target driving force; correct the driving force of the first motor according to the target driving force until the speed of the vehicle is less than or equal to a second preset threshold; the driving force of the first motor is negatively correlated with the overall vehicle nod angle of the vehicle; the second preset threshold is less than the first preset threshold. Through theoretical derivation, the embodiment of the present application discovers the relationship between the overall vehicle nod angle and the driving force of the motor, that is, the driving force of the motor is negatively correlated with the overall vehicle nod angle of the vehicle, and applies it to this solution to control the motor to output a driving torque by increasing the driving force of the motor when the vehicle brakes, so as to reduce the overall vehicle nod angle and thereby improve comfort. Description of the Drawings

[0060] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0061] Figure 1 It is a flowchart of a comfortable parking method provided by an embodiment of the present application;

[0062] Figure 2 Schematic diagram of the effect of comfortable parking provided by the embodiments of the present application;

[0063] Figure 3 Schematic diagram of the control of a comfortable parking provided by the embodiments of the present application;

[0064] Figure 4 Schematic diagram of a comfortable parking system provided by the embodiments of the present application. Detailed implementation manners

[0065] As described above, during the braking and parking process with a stable or gradually increasing braking opening by the driver, the longitudinal load caused by the deceleration transfers forward, the front suspension compresses and the vehicle body tilts forward. At the moment of parking, the braking force changes from dynamic friction to static friction, the deceleration immediately disappears, and the rapid recovery of the vehicle body posture causes the suspension to compress / stretch and oscillate multiple times, resulting in poor comfort.

[0066] To solve the above technical problems, the embodiments of the present application have carried out corresponding theoretical derivations in combination with vehicle dynamics and obtained the following relationship:

[0067]

[0068] Among them, θ is the pitching angle of the whole vehicle, F b is the braking force of the whole vehicle, ε is the front-wheel braking distribution coefficient, L is the wheelbase, h is the height of the center of mass, K f and K r are the front and rear suspension stiffnesses respectively, e f and e r are the vertical distances from the front and rear roll centers to the ground respectively, d f and d r are the horizontal distances from the front and rear roll centers to the wheel centers respectively. In this parameter, F b =F friction -F motor , F motor is the motor driving force, F friction is the traditional friction braking. Similarly, for the front and rear dual-motor vehicle models, F b =F bf +F br , ε=F bf / F b . In addition, other parameters are mainly determined by the vehicle chassis hardware design.

[0069] Based on the above derivation, an embodiment of the present application provides a comfortable parking method, which includes: obtaining the opening degree of the brake pedal of the vehicle; when the opening degree of the brake pedal indicates that the vehicle enters the braking state, obtaining the speed of the vehicle in real time; when the speed of the vehicle drops to a first preset threshold, obtaining the target driving force of the first motor according to the preset corresponding relationship between the speed of the vehicle, the braking pressure value and the target driving force of the first motor; the speed of the vehicle is negatively correlated with the target driving force; correcting the driving force of the first motor according to the target driving force until the speed of the vehicle is less than or equal to a second preset threshold; the driving force of the first motor is negatively correlated with the vehicle's overall vehicle nodding angle; the second preset threshold is less than the first preset threshold.

[0070] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0071] See Figure 1 , which is a flowchart of a comfortable parking method provided by an embodiment of the present application.

[0072] As Figure 1 shown, the method includes:

[0073] S101: Obtain the opening degree of the brake pedal of the vehicle.

[0074] It should be understood that there is a corresponding relationship between the opening degree of the brake pedal and the braking state, that is, when the opening degree of the brake pedal reaches a certain value, it can be correspondingly understood that the vehicle enters the braking state.

[0075] In addition, the corresponding required braking force F bfriction is obtained according to the corresponding relationship between the opening degree of the brake pedal and the required braking force F bfriction .

[0076] S102: When the opening degree of the brake pedal indicates that the vehicle enters the braking state, obtain the speed and braking pressure value of the vehicle in real time.

[0077] Specifically, when it is detected that the vehicle enters the braking state, the speed V act of the vehicle and the braking pressure value F bfrition are obtained in real time. It should be understood that obtaining the speed of the vehicle in real time means obtaining the speed of the vehicle within a preset time interval. Among them, the preset time interval can be set or adjusted according to the user's needs.

[0078] In one embodiment, when the opening of the brake pedal indicates that the vehicle enters the braking state, the slope where the vehicle is located is also acquired in real time. Among them, the slope can be an uphill slope and a downhill slope.

[0079] S103: When the speed of the vehicle drops to a first preset threshold, obtain the target driving force of the first motor according to the preset corresponding relationship between the speed of the vehicle, the braking pressure value and the target driving force of the first motor; the speed of the vehicle is negatively correlated with the target driving force.

[0080] Among them, the first preset threshold can be set or adjusted according to the needs of the user.

[0081] It should be understood that when the vehicle is in the braking state, its speed V act and the braking pressure value F bfrition are decreasing. That is to say, the target driving force F of the motor fmotor increases as the vehicle speed V act and the braking pressure value F bfrition decrease.

[0082] (1) When the vehicle is a single-motor vehicle

[0083] In one embodiment, the vehicle has only one motor. According to the speed V of the vehicle act , the braking pressure value F bfrition and the target driving force F of the first motor fmotor obtain the target driving force F of the first motor according to the preset corresponding relationship between them fmotor .

[0084] In one embodiment, obtain an adjustment amount according to the uphill slope and the weight of the vehicle; use the sum of the first target driving force and the adjustment amount as the target driving force of the first motor.

[0085] As an example, the slope is α (m / s 2 ). When the sign of the slope is positive, it represents uphill, and when the sign of the slope is negative, it represents downhill. Then the correction amount is mα (m is the vehicle weight). From this, when the slope where the vehicle is located is uphill, the final motor driving force control target F ′ fmotor = F fmotor - mα.

[0086] In one embodiment, obtain an adjustment amount according to the downhill slope and the weight of the vehicle; use the sum of the first target driving force and the adjustment amount as the target driving force of the first motor.

[0087] As an example, when the slope where the vehicle is located is downhill, the final motor driving force control target F' fmotor = F fmotor + mα.

[0088] (2) When the vehicle is a dual-motor vehicle

[0089] In one implementation, the vehicle has two motors. According to the vehicle speed V act , the braking pressure value F bfrition and the preset correspondence relationship with the target driving force F motor , the target driving force F is obtained motor ; According to the vehicle speed V act , the braking pressure value F bfrition and the preset correspondence relationship with the target driving force F of the first motor fmotor , and the distribution coefficient ε of the first motor, the target driving force F of the first motor is obtained fmotor ; According to the vehicle speed V act and the preset correspondence relationship with the target driving force F of the second motor rmotor , and the distribution coefficient 1 - ε of the second motor, the target driving force F of the second motor is obtained rmotor .

[0090] It should be understood that F motor = εF fmotor +(1 - ε)F rmotor

[0091] In one implementation, the adjustment amount is obtained according to the uphill slope and the vehicle weight; the sum of the first target driving force of the first motor and the adjustment amount is used as the target driving force of the first motor; the adjustment amount is obtained according to the uphill slope and the vehicle weight; the sum of the first target driving force of the second motor and the adjustment amount is used as the target driving force of the second motor.

[0092] In one implementation, the adjustment amount is obtained according to the downhill slope and the vehicle weight; the sum of the first target driving force of the first motor and the adjustment amount is used as the target driving force of the first motor; the adjustment amount is obtained according to the downhill slope and the vehicle weight; the sum of the first target driving force of the second motor and the adjustment amount is used as the target driving force of the second motor.

[0093] S104: Modify the driving force of the first motor according to the target driving force until the vehicle speed is less than or equal to the second preset threshold; the driving force of the first motor is negatively correlated with the vehicle's pitch angle; the second preset threshold is less than the first preset threshold.

[0094] Among them, the second preset threshold can be set or adjusted according to the user's needs.

[0095] According to the foregoing formula 1:

[0096]

[0097] And formula 2:

[0098] F b = F friction -F motor

[0099] It can be seen that when the vehicle is a single-motor vehicle, the driving force F of the first motor fmotor has a negative correlation with the vehicle's overall vehicle nodding angle θ. That is to say, by increasing the driving force of the first motor, the overall vehicle nodding angle of the vehicle can be reduced, and the return speed of the suspension spring can be reduced, thereby achieving the effect of avoiding oscillation.

[0100] It should be understood that when the vehicle is a dual-motor vehicle, the driving force F of the second motor bmotor has a negative correlation with the vehicle's overall vehicle nodding angle θ. Similarly, the overall vehicle nodding angle of the vehicle can be reduced, and the return speed of the suspension spring can be reduced, thereby achieving the effect of avoiding oscillation.

[0101] According to the embodiments provided in the present application Figure 2 as shown, where Figure 2 in (a), no additional torque is applied, resulting in relatively severe acceleration fluctuations; Figure 2 in (b), the acceleration fluctuations are slowed down by applying torque to avoid oscillation.

[0102] In one implementation, in order to prevent the vehicle speed from not dropping below the second preset threshold for a long time, the correction of the driving force of the motor is stopped. The embodiments of the present application obtain the empirical time for the vehicle speed to drop from the first preset threshold to the second preset threshold through experiments. Even if the vehicle speed still does not drop below the second preset threshold within the empirical time, the correction of the driving force of the motor is stopped.

[0103] Specifically, when the vehicle speed drops to the first preset threshold, timing starts. When the timing time is greater than or equal to the preset time, the correction of the driving force of the motor is stopped.

[0104] When the preset time is exceeded, the correction of the driving force of the motor can be stopped, that is, the torque applied to the motor is stopped, improving the robustness of the system.

[0105] According to S101 - S104, the embodiments of the present application provide a control schematic diagram for comfortable parking, as shown in Figure 3 (b). When the speed drops to the first preset threshold, the output torque of the motor is increased; when the speed further drops to the second preset threshold, the increase in the output torque of the motor is stopped. It should be understood that increasing the driving force of the motor described in steps S101 - S104 of the present application is equivalent to increasing the output torque of the motor. Correspondingly, Figure 3 (a) is the control method in the related art, without additional control of the torque. Among them, the change trend of the braking force is basically the same as the output torque of the motor.

[0106] In the embodiment of the present application, through theoretical derivation, the relationship between the vehicle pitching angle and the driving force of the motor is found, that is, the driving force of the motor is negatively correlated with the vehicle pitching angle of the whole vehicle. Applying it to this solution, when the vehicle brakes, the driving force of the motor is increased to control the driving torque output by the motor to reduce the vehicle pitching angle, thereby improving the comfort.

[0107] See Figure 4 , which is a schematic structural diagram of a comfort parking system provided by an embodiment of the present application.

[0108] As Figure 4 shown, the system includes: a first acquisition module 401, a second acquisition module 402, a third acquisition module 403, and a correction module 404;

[0109] The first acquisition module 401 is configured to acquire the opening degree of the vehicle's brake pedal;

[0110] The second acquisition module 402 is configured to, when the opening degree of the brake pedal indicates that the vehicle enters the braking state, acquire the vehicle speed in real time;

[0111] The third acquisition module 403 is configured to, when the vehicle speed drops to a first preset threshold, acquire the target driving force of the first motor according to the preset corresponding relationship between the vehicle speed, the braking pressure value, and the target driving force of the first motor; the vehicle speed is negatively correlated with the target driving force;

[0112] The correction module 404 is configured to correct the driving force of the first motor according to the target driving force until the vehicle speed is less than or equal to a second preset threshold; the driving force of the first motor is negatively correlated with the vehicle pitching angle of the whole vehicle; the second preset threshold is less than the first preset threshold.

[0113] Optionally, the system further includes: a fourth acquisition module;

[0114] The fourth acquisition module is configured to acquire the slope where the vehicle is located in real time;

[0115] The third acquisition module 403 is specifically configured to:

[0116] When the vehicle speed drops to a first preset threshold, acquire the first target driving force of the first motor according to the preset corresponding relationship between the vehicle speed, the braking pressure value, and the target driving force of the first motor;

[0117] Adjust the first target driving force according to the slope to obtain the target driving force of the first motor.

[0118] Optionally, the third acquisition module 403 is specifically configured to:

[0119] Obtain the adjustment amount according to the uphill slope and the weight of the vehicle;

[0120] Use the sum of the first target driving force and the adjustment amount as the target driving force of the first motor.

[0121] Optionally, the third acquisition module 403 is specifically configured to:

[0122] Obtain the adjustment amount based on the downhill slope and the weight of the vehicle;

[0123] Use the difference between the first target driving force and the adjustment amount as the target driving force of the first motor.

[0124] Optionally, the system further includes: a timing module;

[0125] The timing module is used to:

[0126] Start timing when the speed of the vehicle drops to the first preset threshold;

[0127] Modify the driving force of the first motor according to the target driving force until the speed of the vehicle is less than or equal to the second preset threshold, which specifically includes:

[0128] Modify the driving force of the first motor according to the target driving force of the motor until the timing time is greater than the preset time.

[0129] Optionally, the third acquisition module 403 is specifically configured to:

[0130] When the speed of the vehicle drops to the first preset threshold, obtain the target driving force according to the preset correspondence relationship between the speed of the vehicle, the braking pressure value and the target driving force;

[0131] Obtain the target driving force of the first motor according to the preset correspondence relationship between the speed of the vehicle, the braking pressure value and the target driving force of the first motor and the distribution coefficient of the first motor; obtain the target driving force of the second motor according to the preset correspondence relationship between the speed of the vehicle, the braking pressure value and the target driving force of the second motor and the distribution coefficient of the second motor;

[0132] The correction module 404 is specifically configured to:

[0133] Modify the driving force of the first motor according to the target driving force of the first motor, and modify the driving force of the second motor according to the target driving force of the second motor until the speed of the vehicle is less than or equal to the second preset threshold; the driving force of the second motor is negatively correlated with the vehicle's overall nose-down angle.

[0134] In addition, an embodiment of the present application further provides a vehicle, which is equipped with a comfortable parking system, and the comfortable parking system is used to execute the comfortable parking method described in any one of the foregoing embodiments.

[0135] It should be noted that the embodiments in this specification are all described in a progressive manner. For the same or similar parts among the embodiments, reference can be made to each other, and the key points of each embodiment are the differences from other embodiments. In particular, for the system embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and reference can be made to the corresponding parts of the method embodiments for the relevant content. The system embodiments described above are only illustrative. The units described as separate components may or may not be physically separated, and the components referred to as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. A person of ordinary skill in the art can understand and implement it without creative efforts.

[0136] As described above, this is only a specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed in the present application should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A comfortable parking method, characterized in that: The method comprises: Obtain the opening degree of the vehicle's brake pedal; When the opening of the brake pedal indicates that the vehicle enters a braking state, obtaining the speed and brake pressure value of the vehicle in real time; When the speed of the vehicle drops to a first preset threshold, the target driving force of the first motor is obtained according to a preset corresponding relationship between the speed of the vehicle, the brake pressure value and the target driving force of the first motor; the speed of the vehicle and the brake pressure value are respectively negatively correlated with the target driving force; The driving force of the first motor is corrected according to the target driving force until the speed of the vehicle is less than or equal to a second preset threshold; the driving force of the first motor is negatively correlated with the vehicle's whole vehicle nod angle; the second preset threshold is less than the first preset threshold.

2. The method according to claim 1, characterized in that When the opening degree of the brake pedal indicates that the vehicle enters a braking state, the method further includes: Acquiring the slope of the vehicle in real time; When the speed of the vehicle drops to a first preset threshold, obtaining the target driving force of the first motor according to a preset corresponding relationship between the speed of the vehicle, the brake pressure value and the target driving force of the first motor specifically includes: When the speed of the vehicle drops to a first preset threshold, obtaining a first target driving force of the first motor according to a preset corresponding relationship between the speed of the vehicle, the brake pressure value and the target driving force of the first motor; The first target driving force is adjusted according to the slope to obtain a target driving force of the first motor.

3. The method according to claim 2, characterized in that The slope is an uphill slope, and the adjusting the first target driving force according to the slope to obtain the target driving force of the first motor specifically includes: obtaining an adjustment amount according to the uphill slope and the weight of the vehicle; The sum of the first target driving force and the adjustment amount is used as the target driving force of the first motor.

4. The method according to claim 2, characterized in that: The slope is a downhill slope, and the adjusting the first target driving force according to the slope to obtain the target driving force of the first motor specifically includes: obtaining an adjustment amount according to the downhill slope and the weight of the vehicle; A difference between the first target driving force and the adjustment amount is used as a target driving force of the first motor.

5. The method according to claim 1, characterized in that The method further comprises: When the speed of the vehicle drops to a first preset threshold, starting the timing; The step of correcting the driving force of the first motor according to the target driving force until the speed of the vehicle is less than or equal to a second preset threshold specifically includes: The driving force of the first motor is corrected according to the target motor driving force until the timing time is greater than a preset time.

6. The method according to any one of claims 1 to 5, characterized in that: The vehicle further includes a second motor, and when the speed of the vehicle drops to a first preset threshold, the target driving force of the first motor is obtained according to a preset corresponding relationship between the speed of the vehicle, the brake pressure value, and the target driving force of the first motor, specifically including: When the speed of the vehicle drops to a first preset threshold, the target driving force is obtained according to a preset corresponding relationship between the speed of the vehicle and the target driving force; The target driving force of the first motor is obtained according to the preset corresponding relationship between the speed of the vehicle, the braking pressure value and the target driving force of the first motor, and the distribution coefficient of the first motor; the target driving force of the second motor is obtained according to the preset corresponding relationship between the speed of the vehicle, the braking pressure value and the target driving force of the second motor, and the distribution coefficient of the second motor; The step of correcting the driving force of the first motor according to the target driving force until the speed of the vehicle is less than or equal to a second preset threshold specifically includes: The driving force of the first motor is corrected according to the target driving force of the first motor, and the driving force of the second motor is verified according to the target driving force of the second motor until the speed of the vehicle is less than or equal to a second preset threshold; the driving force of the second motor is negatively correlated with the vehicle's overall nodding angle.

7. A comfortable parking system, characterized in that: The system comprises: a first acquisition module, a second acquisition module, a third acquisition module and a correction module; The first acquisition module is used to acquire the opening degree of the brake pedal of the vehicle; The second acquisition module is used to acquire the speed and brake pressure value of the vehicle in real time when the opening of the brake pedal indicates that the vehicle enters a braking state; The third acquisition module is used to acquire the target driving force of the first motor according to a preset corresponding relationship between the speed of the vehicle, the brake pressure value and the target driving force of the first motor when the speed of the vehicle drops to a first preset threshold; the speed of the vehicle and the brake pressure value are respectively negatively correlated with the target driving force; The correction module is used to correct the driving force of the first motor according to the target driving force until the speed of the vehicle is less than or equal to a second preset threshold; the driving force of the first motor is negatively correlated with the vehicle's whole vehicle nod angle; the second preset threshold is less than the first preset threshold.

8. The system according to claim 7, characterized in that The system further comprises: a fourth acquisition module; The fourth acquisition module is used to acquire the slope of the vehicle in real time; The third acquisition module is specifically used for: When the speed of the vehicle drops to a first preset threshold, obtaining a first target driving force of the first motor according to a preset corresponding relationship between the speed of the vehicle, the brake pressure value and the target driving force of the first motor; The first target driving force is adjusted according to the slope to obtain a target driving force of the first motor.

9. The system according to claim 7, characterized in that The third acquisition module is specifically used for: obtaining an adjustment amount according to the uphill slope and the weight of the vehicle; The sum of the first target driving force and the adjustment amount is used as the target driving force of the first motor.

10. A vehicle, characterized in that: The vehicle is equipped with a comfort parking system, and the comfort parking system is used to execute the comfort parking method according to any one of claims 1 to 6.

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