Vehicle static control method and system and vehicle

Abstract

The invention discloses a vehicle static control method and system and a vehicle and is applied to the technical field of vehicle static control, and the method comprises the steps that when it is detected that a target vehicle is static, the first static pressure of the target vehicle in the current operation period is obtained according to the gradient sensing value of the target vehicle in the current operation period; according to the main cylinder pressure of the target vehicle in the current operation period, second static pressure of the target vehicle in the current operation period is obtained; according to the first static pressure and the second static pressure of the target vehicle in the current operation period, the target maximum static pressure of the target vehicle in the current operation period is obtained; and performing static control on the target vehicle according to the target maximum static pressure of the target vehicle in the current operation period. According to the application, the maximum static pressure can be accurately limited to a numerical value capable of exactly keeping the vehicle static, the vehicle sliding is prevented, the pressure buildup loss of the vehicle in the static state is reduced, and the risk that a vehicle braking system is damaged due to long-time work is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle stationary control, and in particular to a vehicle stationary control method, system and vehicle. Background Art

[0002] A stationary vehicle means it is completely stopped, with no wheel roll and no vehicle body movement. If the parking brake is not engaged or the vehicle is not in park, the driver must maintain braking force to prevent the vehicle from rolling and maintain a stationary state.

[0003] At present, the vehicle braking system often performs pressure building operations according to the travel of the brake pedal. If the brake pedal travel is increased when the vehicle is stationary and the driver steps on the brake pedal, the push rod displacement of the brake pedal will increase, which can easily lead to excessive pressure building in the vehicle braking system, thereby causing unnecessary pressure loss. In addition, long-term high pressure building behavior can easily cause certain damage to components in the vehicle braking system such as the motor and brake oil circuit, thereby reducing the life of the vehicle braking system. Summary of the Invention

[0004] Embodiments of the present application provide a vehicle stationary control method, system, and vehicle for accurately limiting the maximum stationary pressure to a value that is just sufficient to keep the vehicle stationary, thereby preventing the vehicle from rolling while reducing pressure buildup losses when the vehicle is stationary and lowering the risk of damage to components in the vehicle's braking system, such as the motor and brake oil circuit, due to prolonged operation.

[0005] In one aspect, an embodiment of the present application provides a vehicle stationary control method, comprising the following steps: When the target vehicle is detected to be stationary, obtaining a first stationary pressure of the target vehicle in the current operating cycle according to a slope sensing value of the target vehicle in the current operating cycle; Obtaining a second static pressure of the target vehicle in the current operating cycle according to the master cylinder pressure of the target vehicle in the current operating cycle; Obtaining a target maximum static pressure of the target vehicle in the current operating cycle according to the first static pressure and the second static pressure of the target vehicle in the current operating cycle; The target vehicle is subjected to stationary control according to the target maximum stationary pressure of the target vehicle in the current operating cycle.

[0006] Optionally, in one embodiment, obtaining the first static pressure of the target vehicle in the current operating cycle based on the slope sensor value of the target vehicle in the current operating cycle includes: performing assignment processing based on the slope sensor value of the target vehicle in the current operating cycle to obtain the target slope value of the target vehicle in the current operating cycle; obtaining the first static pressure of the target vehicle in the current operating cycle based on the target slope value of the target vehicle in the current operating cycle.

[0007] Optionally, in one embodiment, the assignment processing is performed based on the slope sensor value of the target vehicle in the current operating cycle to obtain the target slope value of the target vehicle in the current operating cycle, including: if the sensor group of the target vehicle has not completed initialization in the current operating cycle, the target slope value of the target vehicle in the current operating cycle is set to zero; or, when the sensor group completes initialization in the current operating cycle, if the slope sensor value is valid, the slope sensor value of the target vehicle in the current operating cycle is filtered to obtain the slope filtered value of the target vehicle in the current operating cycle as the target vehicle in the the target slope value of the current operating cycle; or, when the sensor group completes initialization in the current operating cycle, if the slope sensor value is invalid, and the current operating cycle is the first operating cycle of the braking cycle to which it belongs, then the target slope value of the target vehicle in the current operating cycle is set to a preset maximum slope value; or, when the sensor group completes initialization in the current operating cycle, if the slope sensor value is invalid, and the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, then the target slope value of the target vehicle in the current operating cycle is set to the target slope value of the target vehicle in the previous operating cycle.

[0008] Optionally, in one embodiment, the slope sensor value of the target vehicle in the current operating cycle is filtered to obtain the slope filter value of the target vehicle in the current operating cycle, including: if the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, then according to the slope sensor value of the target vehicle in the current operating cycle, combined with the slope filter value of the target vehicle in the previous operating cycle and the intermediate variable, to obtain the slope filter value of the target vehicle in the current operating cycle; or, if the current operating cycle is the first operating cycle of the braking cycle to which it belongs, then the slope filter value of the target vehicle in the current operating cycle is set to the slope sensor value of the target vehicle in the current operating cycle.

[0009] Optionally, in one embodiment, the slope filtering value of the target vehicle in the current operating cycle is obtained based on the slope sensing value of the target vehicle in the current operating cycle, combined with the slope filtering value and intermediate variables of the target vehicle in the previous operating cycle, including: obtaining the filtering difference of the target vehicle in the current operating cycle according to the slope sensing value of the target vehicle in the current operating cycle and the slope filtering value of the target vehicle in the previous operating cycle; obtaining the filtering coefficient of the target vehicle in the current operating cycle according to the absolute value of the filtering difference of the target vehicle in the current operating cycle; obtaining the intermediate variable of the target vehicle in the current operating cycle according to the filtering coefficient and filtering difference of the target vehicle in the current operating cycle, combined with the intermediate variable of the target vehicle in the previous operating cycle; obtaining the slope filtering value of the target vehicle in the current operating cycle according to the intermediate variable of the target vehicle in the current operating cycle and the slope filtering value of the target vehicle in the previous operating cycle.

[0010] Optionally, in one embodiment, obtaining the target maximum static pressure of the target vehicle in the current operating cycle based on the first static pressure and the second static pressure of the target vehicle in the current operating cycle includes: calibrating the first static pressure of the target vehicle in the current operating cycle to obtain the third static pressure of the target vehicle in the current operating cycle; and obtaining the target maximum static pressure of the target vehicle in the current operating cycle based on the second static pressure and the third static pressure of the target vehicle in the current operating cycle.

[0011] Optionally, in one embodiment, the calibration processing is performed on the first static pressure of the target vehicle in the current operating cycle to obtain the third static pressure of the target vehicle in the current operating cycle, including: when the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, if the difference between the first static pressure of the target vehicle in the current operating cycle and the pressure threshold is greater than a preset first threshold, then according to the pressure threshold and the first threshold, the third static pressure of the target vehicle in the current operating cycle is obtained, otherwise the third static pressure of the target vehicle in the current operating cycle is set to the first static pressure of the target vehicle in the current operating cycle; wherein the pressure threshold is the pressure of the target vehicle in the previous operating cycle. or, in a case where the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, if the difference between the pressure threshold and the first static pressure of the target vehicle in the current operating cycle is greater than a preset second threshold, then the third static pressure of the target vehicle in the current operating cycle is obtained according to the pressure threshold and the second threshold, otherwise the third static pressure of the target vehicle in the current operating cycle is set to the first static pressure of the target vehicle in the current operating cycle; or, in a case where the current operating cycle is the first operating cycle of the braking cycle to which it belongs, the third static pressure of the target vehicle in the current operating cycle is set to the first static pressure of the target vehicle in the current operating cycle.

[0012] Optionally, in one embodiment, obtaining the target maximum static pressure of the target vehicle in the current operating cycle based on the second static pressure and the third static pressure of the target vehicle in the current operating cycle includes: selecting the maximum value of the static pressures between the second static pressure and the third static pressure of the target vehicle in the current operating cycle as the target maximum static pressure of the target vehicle in the current operating cycle.

[0013] On the other hand, an embodiment of the present application provides a vehicle stationary control system, comprising: a first processing module, configured to obtain, when detecting that the target vehicle is stationary, a first static pressure of the target vehicle in the current operating cycle according to a slope sensing value of the target vehicle in the current operating cycle; a second processing module, configured to obtain a second static pressure of the target vehicle in the current operating cycle according to the master cylinder pressure of the target vehicle in the current operating cycle; a third processing module, configured to obtain a target maximum static pressure of the target vehicle in the current operating cycle according to the first static pressure and the second static pressure of the target vehicle in the current operating cycle; The fourth processing module is configured to perform stationary control on the target vehicle according to the target maximum stationary pressure of the target vehicle in the current operating cycle.

[0014] In another aspect, an embodiment of the present application provides a vehicle, comprising: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the above-mentioned vehicle stationary control method.

[0015] According to a vehicle stationary control method, system, and vehicle provided in an embodiment of the present application, when a target vehicle is detected to be stationary, a first stationary pressure of the target vehicle in the current operating cycle is obtained based on the slope sensor value of the target vehicle in the current operating cycle; a second stationary pressure of the target vehicle in the current operating cycle is obtained based on the master cylinder pressure of the target vehicle in the current operating cycle; a target maximum stationary pressure of the target vehicle in the current operating cycle is obtained based on the first stationary pressure and the second stationary pressure of the target vehicle in the current operating cycle; and stationary control of the target vehicle is performed based on the target maximum stationary pressure of the target vehicle in the current operating cycle. According to the technical solution of the embodiment of the present application, the maximum stationary pressure can be accurately limited to a value that is just sufficient to keep the vehicle stationary, thereby preventing the vehicle from slipping while reducing the pressure buildup loss of the vehicle when stationary and lowering the risk of damage to the vehicle's braking system due to long-term operation.

[0016] Other features and advantages of the present application will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present application. The purposes and other advantages of the present application can be achieved and obtained through the structures particularly pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a flow chart of a vehicle stationary control method provided by the present application; Figure 2 It is a flow chart of the assignment process provided by this application; Figure 3 is a flow chart of the filtering process provided by this application; Figure 4 is a flow chart of the calibration process provided by this application; Figure 5 This is a specific implementation process diagram of a vehicle stationary control method provided by this application; Figure 6 This is a structural diagram of a vehicle static control system provided by this application; Figure 7 This is an example diagram of a vehicle provided in this application. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0019] The present application is further described below in conjunction with the accompanying drawings and specific embodiments. The described embodiments should not be considered as limiting the present application. All other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0020] In the following description, reference is made to “some embodiments”, which describes a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0022] A stationary vehicle means it is completely stopped, with no wheel roll and no vehicle body movement. If the parking brake is not engaged or the vehicle is not in park, the driver must maintain braking force to prevent the vehicle from rolling and maintain a stationary state.

[0023] At present, the vehicle braking system often performs pressure building operations according to the travel of the brake pedal. If the brake pedal travel is increased when the vehicle is stationary and the driver steps on the brake pedal, the push rod displacement of the brake pedal will increase, which can easily lead to excessive pressure building in the vehicle braking system, thereby causing unnecessary pressure loss. In addition, long-term high pressure building behavior can easily cause certain damage to components in the vehicle braking system such as the motor and brake oil circuit, thereby reducing the life of the vehicle braking system.

[0024] In view of this, the embodiments of the present application provide a vehicle stationary control method, system and vehicle, which aim to accurately limit the maximum stationary pressure to a value that is just enough to keep the vehicle stationary, thereby preventing the vehicle from slipping while reducing the pressure buildup loss when the vehicle is stationary, and reducing the risk of damage to components in the vehicle braking system such as motors and brake oil circuits due to long-term operation.

[0025] First, a vehicle stationary control method provided by an embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0026] The vehicle stationary control method provided in the embodiments of the present application can be applied in a terminal or a server, or can be software running on a terminal or server. The terminal can be, but is not limited to, a tablet computer, laptop computer, or desktop computer. The server can be a standalone physical server, a server cluster or distributed system consisting of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms. Furthermore, the server can be, but is not limited to, a node server in a blockchain network. Blockchain is a novel application model for computer technologies such as distributed data storage, peer-to-peer transmission, consensus mechanisms, and encryption algorithms.

[0027] It should be noted that if the driver does not step on the brake pedal, that is, the brake pedal stroke is zero, in this case the driver changes from not stepping on the brake pedal to stepping on the brake pedal, which is equivalent to entering a new braking cycle. After this, if the driver releases the brake pedal, that is, the brake pedal stroke is zero, then the current braking cycle is deemed to have ended, and the driver will wait for the next braking cycle to arrive; if the driver does not release the brake pedal and steps on it deeper or shallower, that is, the brake pedal stroke is not zero and becomes larger or smaller, then the current braking cycle is deemed to be maintained. Accordingly, in order to ensure that the vehicle remains stationary for a long time, the embodiment of the present application divides a single braking cycle into multiple operating cycles, and executes a vehicle stationary control method in the embodiment of the present application in each operating cycle to achieve cyclic control. Among them, the interval between two adjacent operating cycles can be set according to actual conditions, and the embodiment of the present application does not limit this. For example, the interval between two adjacent operating cycles can be 20 milliseconds, but is not limited to this.

[0028] Reference Figure 1 , the vehicle stationary control method may include the following steps S101-S104.

[0029] S101 , when it is detected that the target vehicle is stationary, obtaining a first stationary pressure of the target vehicle in the current operating cycle according to a slope sensing value of the target vehicle in the current operating cycle.

[0030] It should be noted that the target vehicle refers to a vehicle applicable to a vehicle stationary control method provided in an embodiment of the present application; the slope sensor value refers to the sensor value detected by the slope sensor of the target vehicle; and the first stationary pressure refers to the maximum stationary pressure determined by the slope of the road on which the target vehicle is located.

[0031] It is understandable that when the driver steps on the brake pedal, the brake pedal is in a stepped-on state, and the travel of the brake pedal at this time is not zero.

[0032] In this step, it is detected whether the target vehicle is stationary. If not, return to the step of detecting whether the target vehicle is stationary; if so, start to control the target vehicle to be stationary. According to the above content, it can be seen that the braking cycle can be divided into multiple operating cycles. Taking into account that the slope of the road on which the target vehicle is located and the braking condition of the target vehicle itself greatly affect the static state of the vehicle, for the operating cycle at the current moment, that is, the current operating cycle, the maximum static pressure for keeping the vehicle stationary is determined from two angles, one angle is the slope of the road on which the target vehicle is located, and the other angle is the braking condition of the target vehicle. For the first angle, the slope sensor value of the target vehicle is first obtained, and then pressure processing is performed on the basis of the slope sensor value to obtain the first static pressure of the target vehicle, which is the maximum static pressure determined by the slope of the road on which the target vehicle is located.

[0033] Alternatively, the method for detecting whether the target vehicle is stationary may be configured based on actual circumstances, and is not limited in this embodiment of the present application. For example, if the target vehicle maintains no wheel rolling and no body displacement within a preset time period, the target vehicle is determined to be stationary; otherwise, the target vehicle is determined to be not stationary, but the present invention is not limited thereto.

[0034] S102 , obtaining a second static pressure of the target vehicle in the current operating cycle according to the master cylinder pressure of the target vehicle in the current operating cycle.

[0035] It should be noted that the master cylinder pressure refers to the master cylinder pressure in the brake system of the target vehicle; and the second static pressure refers to the maximum static pressure determined by the brake system condition of the target vehicle.

[0036] In this step, as previously discussed, the braking cycle can be divided into multiple operating cycles. Considering that the slope of the road surface on which the target vehicle is located and the braking condition of the target vehicle itself significantly affect the vehicle's stationary state, for the operating cycle at the current moment, i.e., the current operating cycle, the maximum static pressure required to maintain the vehicle stationary is determined from two perspectives: one perspective is the slope of the road surface on which the target vehicle is located, and the other perspective is the braking condition of the target vehicle. For the second perspective, the master cylinder pressure of the target vehicle is first obtained. Then, pressure processing is performed based on this master cylinder pressure to obtain a second static pressure of the target vehicle, which is the maximum static pressure determined by the target vehicle's braking system conditions. Specifically, when the target vehicle's braking system is operating normally, the master cylinder and wheel cylinders in the braking system are connected. Therefore, the second static pressure of the target vehicle can be directly set to the master cylinder pressure of the target vehicle. This allows for the rapid and accurate determination of the maximum static pressure determined by the target vehicle's braking system conditions.

[0037] S103 , obtaining a target maximum static pressure of the target vehicle in the current operating cycle according to the first static pressure and the second static pressure of the target vehicle in the current operating cycle.

[0038] It should be noted that the target maximum static pressure of the target vehicle in the current operating cycle refers to the final maximum static pressure that forces the vehicle to remain stationary in the current operating cycle.

[0039] In this step, for the current operating cycle, after obtaining the maximum static pressure determined by the slope of the road surface on which the target vehicle is located and the braking condition of the target vehicle, the maximum static pressures at these two angles are arbitrated to obtain the final maximum static pressure that forces the vehicle to remain stationary, i.e., the target maximum static pressure of the target vehicle.

[0040] S104 , performing stationary control on the target vehicle according to the target maximum stationary pressure of the target vehicle for the current operation cycle.

[0041] In this step, for the current operating cycle, the maximum static pressure of the target vehicle is provided to the braking system of the target vehicle, so that the braking system of the target vehicle performs pressure building processing accordingly, prompting the target vehicle to remain stationary, thereby achieving stationary control of the target vehicle.

[0042] As can be seen, the embodiments of the present application take into account that the slope of the road surface on which the target vehicle is located and the braking condition of the target vehicle itself significantly affect the vehicle's stationary state. Therefore, for the current operating cycle, the maximum static pressure required to maintain the vehicle stationary is determined from two perspectives: one perspective is the slope of the road surface on which the target vehicle is located, and the other perspective is the braking condition of the target vehicle. By arbitrating the maximum static pressures from these two perspectives, the final maximum static pressure that forces the vehicle to remain stationary in the current operating cycle is obtained, and then static control is performed accordingly. In this case, the embodiments of the present application generally only need to limit the brake pressure of the braking system to a certain value. That is, although the brake pedal travel increases, the braking system does not follow the brake pedal travel to build up higher oil pressure, thereby extending the life of the braking system. Similarly, when the vehicle is stationary on a slope, the static pressure only needs to be increased to a value that can maintain vehicle stability, and there is no need to build pressure with a longer brake pedal travel. In this way, the embodiment of the present application limits the target maximum static pressure of the vehicle through dual-angle factors, so that the target maximum static pressure is accurately limited to a value that can just keep the vehicle stationary, effectively improving the accuracy of the target maximum static pressure, thereby preventing the vehicle from slipping while reducing the pressure buildup loss of the vehicle when it is stationary, and reducing the risk of damage to components in the vehicle braking system such as the motor and brake oil circuit due to long-term operation.

[0043] The above steps will be further described below.

[0044] In some embodiments, in step S101, obtaining the first static pressure of the target vehicle in the current operating cycle based on the slope sensor value of the target vehicle in the current operating cycle may include the following steps S201-S202: S201, performing assignment processing based on the slope sensor value of the target vehicle in the current operating cycle to obtain a target slope value of the target vehicle in the current operating cycle; S202 : Obtaining a first static pressure of the target vehicle in the current operating cycle according to a target gradient value of the target vehicle in the current operating cycle.

[0045] In this embodiment, for the current operating cycle, first, the slope sensor value of the target vehicle is obtained; then, considering that there is a situation where the slope sensor is easily affected by the environment, resulting in a decrease in its sensing accuracy, it is necessary to perform further assignment processing based on the slope sensor value of the target vehicle to obtain the target slope value of the target vehicle, thereby accurately capturing the slope condition of the road surface on which the target vehicle is located; thereafter, the target slope value of the target vehicle is pressure-processed to obtain the first static pressure of the target vehicle, which is specifically manifested in that the pressure value corresponding to the target slope value is searched from the pressure mapping data as the first static pressure. The pressure mapping data is data obtained through calibration of the test field, which pre-stores multiple preset slope values ​​and the pressure value corresponding to each preset slope value. In this way, the slope condition of the road surface on which the target vehicle is located can be accurately located and captured, thereby quickly and accurately determining the maximum static pressure determined by the slope condition of the road surface on which the target vehicle is located.

[0046] In some embodiments, reference Figure 2 In the above step S201, the assignment processing is performed based on the slope sensor value of the target vehicle in the current operating cycle to obtain the target slope value of the target vehicle in the current operating cycle, which may include any one of the following steps S301-S304.

[0047] S301: If the sensor group of the target vehicle has not completed initialization in the current operation cycle, the target slope value of the target vehicle in the current operation cycle is set to zero.

[0048] In this step, for the current operating cycle, the target vehicle's sensor group is first checked to see if it has completed initialization. If not, this indicates that the target vehicle's braking system has not yet been fully activated, and its sensor group is temporarily unavailable for data detection. In this case, the target vehicle's target slope value is set to zero, i.e., SlopeTgt = 0, where SlopeTgt is the target slope value. This ensures that the target slope value matches the actual conditions of the target vehicle, improving its accuracy. If so, the process proceeds to any of steps S302-S304.

[0049] Optionally, the target vehicle's sensor group can be configured based on actual circumstances, and this embodiment does not limit this. For example, the sensor group can include, but is not limited to, an acceleration sensor and a slope sensor. Furthermore, the method for detecting whether the target vehicle's sensor group has completed initialization can be configured based on actual circumstances, and this embodiment does not limit this. For example, if it is detected that the sensor group meets preset conditions, then the sensor group is determined to have completed initialization; otherwise, the sensor group is determined to have not completed initialization. The preset conditions may include, but are not limited to, the acceleration sensor being valid, the acceleration sensor being initialized, the slope sensor being valid, and the slope sensor being initialized.

[0050] S302, when the sensor group completes initialization in the current operating cycle, if the slope sensor value is valid, the slope sensor value of the target vehicle in the current operating cycle is filtered to obtain the slope filter value of the target vehicle in the current operating cycle as the target slope value of the target vehicle in the current operating cycle.

[0051] In this step, if the target vehicle's sensor group is detected to have completed initialization during the current operating cycle, the target vehicle's brake system has been activated and its sensor group can be used to detect data. At this point, the slope sensor value is further determined to be valid, that is, whether the sensor value detected by the slope sensor is valid to ensure the accuracy of the slope sensor value. If so, the current slope sensor value is fully usable and can indicate the slope of the road on which the target vehicle is located. Considering that the slope sensor may be susceptible to environmental influences, which may cause its sensing accuracy to decrease, the target vehicle's slope sensor value is filtered to determine a filtered slope value. This filtered slope value is the filtered slope sensor value, thereby reducing data spikes and glitches in the slope sensor value and further improving the accuracy of the slope sensor value. The target vehicle's target slope value is then set to the filtered slope value, i.e., SlopeTgt = SlopeF, where SlopeF is the filtered slope value, thereby improving the accuracy of the target slope value. If not, the process proceeds to step S303.

[0052] S303, when the sensor group completes initialization in the current operating cycle, if the slope sensor value is invalid and the current operating cycle is the first operating cycle of the braking cycle to which it belongs, the target slope value of the target vehicle in the current operating cycle is set to a preset maximum slope value.

[0053] In this step, for the current operating cycle, if the target vehicle's sensor group is detected to have completed initialization and the slope sensor value is invalid, it indicates that the target vehicle's braking system has been activated and its sensor group can be used to detect data, but the current slope sensor value is completely unusable and cannot indicate the slope of the road surface on which the target vehicle is located. At this point, a further determination is made as to whether the current operating cycle is the first operating cycle of the braking cycle to which it belongs. If so, it indicates that there is no available historical data for the current operating cycle, as data is cleared once every braking cycle to reduce system load. At this point, the target vehicle's target slope value is set to a preset maximum slope value, i.e., SlopeTgt = MaxSlope, where MaxSlope is the maximum slope value. This ensures that the target slope value is properly assigned and improves its accuracy. If not, the process proceeds to step S304 below.

[0054] Optionally, the maximum slope value can be set according to actual conditions, which is not limited in this embodiment. For example, the maximum slope value can be 30%, but is not limited thereto.

[0055] S304, when the sensor group completes initialization in the current operating cycle, if the slope sensor value is invalid and the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, the target slope value of the target vehicle in the current operating cycle is set to the target slope value of the target vehicle in the previous operating cycle.

[0056] In this step, for the current operating cycle, if it is detected that the sensor group of the target vehicle has completed initialization and the slope sensor value is invalid, and the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, it means that the braking system of the target vehicle has been started, its sensor group can be used to detect data, and the current slope sensor value is completely unavailable, which cannot indicate the slope of the road surface on which the target vehicle is located. However, there is available historical data for the current operating cycle (which comes from the previous operating cycle in the same braking cycle). At this time, the target slope value of the target vehicle in the previous operating cycle will be obtained, which is the historical slope value, and the target slope value of the target vehicle will be set to the historical slope value, that is, SlopeTgt=SlopeK1, SlopeK1 is the target slope value of the target vehicle in the previous operating cycle, thereby ensuring that the target slope value is assigned an accurate value and improving the accuracy of the target slope value.

[0057] As can be seen, in this embodiment, if the sensor group fails to initialize, it is assumed that the brake system has not yet been fully activated and is directly assigned a value of zero. In this case, the value must be assigned after the brake system has fully activated to ensure that the brake system is fully functional before operation. After the sensor group is initialized, if the slope sensor value is valid, the filtered slope sensor value is assigned. If the slope sensor value is invalid, if it is a new braking cycle, the maximum slope value is assigned, thereby ensuring the braking effect and safety of the target vehicle when stationary. Otherwise, the target slope value is adjusted using historical data to reasonably reduce the target slope value. In this way, assigning different values ​​to the target slope value based on the different states of the target vehicle when stationary ensures that the target slope value is accurately assigned and accurately captures the slope of the road surface on which the target vehicle is located, improving the accuracy of the target slope value, thereby helping to improve the accuracy of the maximum static pressure determined by the slope of the road surface on which the target vehicle is located, and ensuring the rationality of the control of the target vehicle when stationary.

[0058] In some embodiments, reference Figure 3In the above step S302, filtering the slope sensor value of the target vehicle in the current operating cycle to obtain the slope filtered value of the target vehicle in the current operating cycle may include any one of the following steps S401-S402.

[0059] S401, if the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, then the slope filtering value of the target vehicle in the current operating cycle is obtained based on the slope sensor value of the target vehicle in the current operating cycle, combined with the slope filtering value and intermediate variables of the target vehicle in the previous operating cycle.

[0060] S402: If the current operating cycle is the first operating cycle of the braking cycle to which it belongs, the slope filtering value of the target vehicle in the current operating cycle is set as the slope sensing value of the target vehicle in the current operating cycle.

[0061] It should be noted that the intermediate variable refers to the correction amount to the filtering result.

[0062] In this embodiment, for the current operating cycle, a determination is first made as to whether the current operating cycle is the first operating cycle of the braking cycle to which it belongs. If so, historical data is available for the current operating cycle (derived from a previous operating cycle within the same braking cycle). The target vehicle's slope filter value and intermediate variables from the previous operating cycle are then obtained as historical data. These historical data are then combined with the target vehicle's slope sensor value to perform filtering processing, thereby obtaining the target vehicle's slope filter value. This filtering process is then performed on the target vehicle's slope sensor value. By utilizing this historical data to perform targeted filtering, the accuracy of the slope sensor value can be effectively improved, data spikes and glitches can be reduced, and the accuracy of the slope sensor value can be further enhanced. If not, historical data is not available for the current operating cycle. In this case, the target vehicle's slope filter value is directly set to the target vehicle's slope sensor value, i.e., SlopeF = Slope, where Slope is the slope sensor value. Directly assigning the slope filter value to the slope sensor value can improve the filtering efficiency of the slope sensor value.

[0063] In some embodiments, reference Figure 3 In the above step S401, the slope filtering value of the target vehicle in the current operating cycle is obtained based on the slope sensor value of the target vehicle in the current operating cycle, combined with the slope filtering value and intermediate variables of the target vehicle in the previous operating cycle, which may include the following steps S501-S504.

[0064] S501 , obtaining a filtered difference value of the target vehicle in the current operating cycle according to the slope sensing value of the target vehicle in the current operating cycle and the slope filtering value of the target vehicle in the previous operating cycle.

[0065] In this step, for the current operating cycle, first, the slope filter value of the target vehicle in the previous operating cycle is obtained. For ease of understanding, the slope filter value of the target vehicle in the previous operating cycle is defined as the historical filter value. Then, based on the slope sensor value and the historical filter value of the target vehicle, the filter difference of the target vehicle is obtained, which is specifically manifested as determining the difference between the slope sensor value and the historical filter value as the filter difference, that is, abs=Slope-SlopeF', abs is the filter difference, and SlopeF' is the historical filter value. The filter difference here indicates the degree of deviation between the current slope measurement value and the result after filtering in the previous operating cycle. The larger the filter difference, the more likely it is that the current signal has undergone drastic changes or there is strong noise interference. Otherwise, it means that the current signal is stable or there are only small fluctuations.

[0066] S502 : Obtain a filter coefficient of the target vehicle in the current operating cycle according to the filter difference of the target vehicle in the current operating cycle.

[0067] In this step, for the current operating cycle, the target vehicle's filter coefficient is obtained from the absolute value of the filter difference. Specifically, the coefficient value corresponding to the absolute value of the filter difference is retrieved from the filter mapping data as the filter coefficient. The filter mapping data pre-stores multiple preset absolute differences and the coefficient value corresponding to each preset absolute difference. This allows for rapid determination of the weighted filter coefficient. When the filter difference is large, the filter coefficient can be larger to allow the filter result to quickly follow the current measurement value. When the filter difference is small, the filter coefficient can be smaller to make the filter result more dependent on historical data, thereby suppressing noise.

[0068] S503 , obtaining the intermediate variables of the target vehicle in the current operating cycle according to the filter coefficient and filter difference of the target vehicle in the current operating cycle and the intermediate variables of the target vehicle in the previous operating cycle.

[0069] In this step, for the current operating cycle, first, the intermediate variable of the target vehicle in the previous operating cycle is obtained. For ease of understanding, the intermediate variable of the target vehicle in the previous operating cycle is defined as a historical variable. Then, based on the filter difference, filter coefficient and historical variables of the target vehicle, the intermediate variable of the target vehicle is obtained. Specifically, the product of the filter coefficient and the filter difference is first calculated, and then the sum of the product and the historical variable is calculated as the intermediate variable, that is, SlopeFine=SlopeFine'+FilterCoefficient×abs, SlopeFine is the intermediate variable, SlopeFine' is the historical variable, and FilterCoefficient is the filter coefficient. The intermediate variable here refers to the correction amount for the filtering result. When the filter coefficient is larger, the correction amount is larger, which makes the filtering result closer to the current measurement value. Conversely, the correction amount is smaller, which makes the filtering result smoother.

[0070] S504 , obtaining a slope filtering value of the target vehicle in the current operating cycle according to the intermediate variable of the target vehicle in the current operating cycle and the slope filtering value of the target vehicle in the previous operating cycle.

[0071] In this step, the target vehicle's slope filter value for the current operating cycle is calculated based on the target vehicle's intermediate variables and historical filtered values. Specifically, the slope filter value is calculated as the sum of the intermediate variables and historical filtered values: SlopeF = SlopeF' + SlopeFine. The final filtered value output is the sum of the filter result from the previous operating cycle and the correction factor, thus achieving dynamic adjustment of the slope sensor value.

[0072] As can be seen, this embodiment uses historical data to implement targeted filtering, enabling rapid tracking of actual slope changes and suppressing noise interference from the slope sensor. This reduces data spikes and glitches in the slope sensor value, effectively improving the filtering precision of the slope sensor value and further enhancing its accuracy. For example, when the slope changes suddenly (e.g., when a vehicle moves from a flat road to a steep slope and remains stationary), the filter difference is large, resulting in a larger filter coefficient and a larger correction. The filtered slope value in this case will quickly approach the current measured value, avoiding lag. For example, if the slope filter value in the previous operating cycle was 5 degrees and the filtered sensor value in the current operating cycle was 15 degrees, the resulting filter coefficient is 0.8. The slope filter value in the current operating cycle is 5 degrees + 0.8 × (15 degrees - 5 degrees) = 13 degrees, which is close to the actual slope. When the slope is stable but exhibits minor fluctuations due to sensor noise, the filter difference is small, resulting in a smaller filter coefficient and a smaller correction. The filtered slope value in this case will change slowly, thus suppressing noise. For example, the slope filter value of the previous operating cycle is 15 degrees, and the filter sensor value of the current operating cycle is 15.2 degrees. The filter coefficient obtained based on this is 0.1. Then the slope filter value of the current operating cycle is 15 degrees + 0.2 × (15.2 degrees - 15 degrees) = 15.02 degrees, which is close to the actual slope and is almost unaffected by noise.

[0073] In some embodiments, in step S103, obtaining the target maximum static pressure of the target vehicle in the current operating cycle based on the first static pressure and the second static pressure of the target vehicle in the current operating cycle may include the following steps S601-S602: S601, calibrating a first static pressure of a target vehicle in a current operating cycle to obtain a third static pressure of the target vehicle in the current operating cycle; S602 : Obtain a target maximum static pressure of the target vehicle in the current operating cycle according to the second static pressure and the third static pressure of the target vehicle in the current operating cycle.

[0074] In this embodiment, for the current operating cycle, the first static pressure refers to the maximum static pressure determined by the slope of the road surface on which the target vehicle is located. After obtaining the first static pressure, the first static pressure of the target vehicle is first calibrated to obtain a third static pressure for the target vehicle, which is the recalibrated first static pressure. This prevents the maximum static pressure determined by the slope of the road surface on which the target vehicle is located from being excessively high or low, thereby further ensuring the accuracy of the maximum static pressure determined by the slope of the road surface on which the target vehicle is located. Then, the second static pressure refers to the maximum static pressure determined by the braking conditions of the target vehicle. Based on the second static pressure and the limited first static pressure, an arbitration process is performed to obtain the final maximum static pressure that maintains the vehicle stationary during the current operating cycle, i.e., the target maximum static pressure for the target vehicle during the current operating cycle. This accurately limits the target maximum static pressure to a value that is sufficient to maintain the vehicle stationary, effectively improving the accuracy of the target maximum static pressure. This prevents the vehicle from rolling while mitigating pressure buildup losses when the vehicle is stationary and reduces the risk of damage to components in the vehicle's braking system, such as the motor and brake fluid circuit, due to prolonged operation.

[0075] In some embodiments, reference Figure 4 In the above step S601, the first static pressure of the target vehicle in the current operating cycle is calibrated to obtain the third static pressure of the target vehicle in the current operating cycle, which may include any one of the following steps S701-S703.

[0076] S701, when the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, if the difference between the first static pressure of the target vehicle in the current operating cycle and the pressure threshold is greater than the preset first threshold, then the third static pressure of the target vehicle in the current operating cycle is obtained based on the pressure threshold and the first threshold; otherwise, the third static pressure of the target vehicle in the current operating cycle is set as the first static pressure of the target vehicle in the current operating cycle.

[0077] It should be noted that the pressure threshold is the third static pressure of the target vehicle in the previous operating cycle. For ease of understanding, it is defined as the historical static pressure.

[0078] In this step, if the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, and historical data is available for the current operating cycle, the difference between the first static pressure of the target vehicle and the historical static pressure of the target vehicle is first obtained as a first pressure difference. Next, a determination is made as to whether the first pressure difference is greater than a preset first threshold, that is, whether the relationship pMaxSlope' - pThr > pUP holds true, where pMaxSlope' is the first static pressure, pThr is the historical static pressure, and pUP is the first threshold. The first threshold represents the maximum allowable difference between the first static pressure and the historical static pressure in the event that the first static pressure is excessive.

[0079] If not, it means that compared with the previous operating cycle, the maximum static pressure determined by the slope of the road on which the target vehicle is located in the current operating cycle has not increased excessively, and it has not experienced extreme fluctuations. At this time, the first static pressure is not recalibrated, and the third static pressure is directly set to the first static pressure.

[0080] If so, this indicates that the maximum static pressure determined by the slope of the road surface on which the target vehicle is located has increased excessively compared to the previous operating cycle, exhibiting extreme fluctuations. Therefore, the value of the first static pressure is inaccurate, and the maximum static pressure determined by the slope of the road surface on which the target vehicle is located for the current operating cycle must be recalibrated. Specifically, the excessive increase in the first static pressure indicates that the target vehicle requires a higher maximum static pressure to remain stationary in the current operating cycle. Therefore, the sum of the pressure threshold and the first threshold is determined as the third static pressure, i.e., pMaxSlope = pThr + pUP, where pMaxSlope refers to the third static pressure.

[0081] Optionally, the first threshold may be flexibly set according to actual conditions, and this embodiment does not limit this.

[0082] Here, if the maximum static pressure determined by the slope of the road surface on which the target vehicle is located during the current operating cycle has not increased excessively, then the gradient is not limited (i.e., recalibrated). Otherwise, the gradient is limited. Specifically, the third static pressure determined by the slope of the road surface on which the target vehicle is located during the previous operating cycle is used as a reference benchmark, combined with the maximum allowable difference value when the first static pressure is excessively high. The maximum static pressure determined by the slope of the road surface on which the target vehicle is located during the current operating cycle is recalibrated to obtain the third static pressure. This creates a negative feedback loop, which ensures that the maximum static pressure determined by the slope of the road surface on which the target vehicle is located remains within a normal range, further improving the accuracy of the maximum static pressure determined by the slope of the road surface on which the target vehicle is located, and preventing the maximum static pressure determined by the slope of the road surface on which the target vehicle is located from exceeding the target vehicle's limit. This helps to improve the accuracy of the target maximum static pressure, prevent the vehicle from rolling, reduce pressure buildup losses when the vehicle is stationary, and reduce the risk of damage to components in the vehicle's braking system, such as the motor and brake fluid circuit, due to prolonged operation.

[0083] S702, when the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, if the difference between the pressure threshold and the first static pressure of the target vehicle in the current operating cycle is greater than a preset second threshold, then the third static pressure of the target vehicle in the current operating cycle is obtained based on the pressure threshold and the second threshold; otherwise, the third static pressure of the target vehicle in the current operating cycle is set as the first static pressure of the target vehicle in the current operating cycle.

[0084] In this step, if the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, and historical data is available for the current operating cycle, the difference between the historical static pressure of the target vehicle and the first static pressure of the target vehicle is first obtained as a second pressure difference. Next, a determination is made as to whether the second pressure difference is less than a preset second threshold, i.e., pThx - pMaxSlope' > pDOWN, where pDOWN is the second threshold. The second threshold represents the maximum allowable difference between the first static pressure and the historical static pressure if the first static pressure is too low.

[0085] If not, it means that compared with the previous operating cycle, the maximum static pressure determined by the slope of the road on which the target vehicle is located in the current operating cycle has not decreased excessively, and there has been no extreme fluctuation. At this time, the first static pressure is not recalibrated, and the third static pressure is directly set to the first static pressure.

[0086] If so, this indicates that the maximum static pressure determined by the slope of the road surface on which the target vehicle is located in the current operating cycle has decreased significantly compared to the previous operating cycle, resulting in extreme fluctuations. Therefore, the value of the first static pressure is inaccurate, and the maximum static pressure determined by the slope of the road surface on which the target vehicle is located in the current operating cycle must be recalibrated. Specifically, the excessive decrease in the first static pressure indicates that the target vehicle can remain stationary without a significantly higher maximum static pressure in the current operating cycle. Therefore, the difference between the pressure threshold and the second threshold is determined as the third static pressure: pMaxSlope = pThr - pDOWN.

[0087] Optionally, the second threshold may be flexibly set according to actual conditions, and this embodiment does not limit this.

[0088] Here, if the maximum static pressure determined by the slope of the road surface on which the target vehicle is located during the current operating cycle has not decreased excessively, then the gradient is not limited (i.e., recalibrated). Otherwise, the gradient is limited. Specifically, the third static pressure determined by the slope of the road surface on which the target vehicle is located during the previous operating cycle is used as a reference benchmark, combined with the maximum allowable difference value when the first static pressure is too low, to recalibrate the maximum static pressure determined by the slope of the road surface on which the target vehicle is located during the current operating cycle to obtain the third static pressure. This creates a negative feedback loop, which ensures that the maximum static pressure determined by the slope of the road surface on which the target vehicle is located remains within a normal range, further improving the accuracy of the maximum static pressure determined by the slope of the road surface on which the target vehicle is located, and preventing the maximum static pressure determined by the slope of the road surface on which the target vehicle is located from being too low. This helps to improve the accuracy of the target maximum static pressure, prevent the vehicle from rolling, reduce pressure buildup losses when the vehicle is stationary, and reduce the risk of damage to components in the vehicle's braking system, such as the motor and brake fluid circuit, due to prolonged operation.

[0089] S703 : When the current operation cycle is the first operation cycle of the braking cycle to which it belongs, set the third static pressure of the target vehicle in the current operation cycle as the first static pressure of the target vehicle in the current operation cycle.

[0090] In this step, when the current operating cycle is the first operating cycle of the braking cycle to which it belongs, the current operating cycle does not have historical data and cannot form a pressure threshold. Therefore, for the current operating cycle, the first static pressure is not recalibrated, and the third static pressure is directly set to the first static pressure, that is, pMaxSlope=pMaxSlope', so as to quickly determine the third static pressure of the current operating cycle.

[0091] In some embodiments, in step S602, obtaining the target maximum static pressure of the target vehicle in the current operating cycle based on the second static pressure and the third static pressure of the target vehicle in the current operating cycle may include the following step S801: S801 : Selecting a maximum value of the second static pressure and the third static pressure of the target vehicle in the current operation cycle as a target maximum static pressure of the target vehicle in the current operation cycle.

[0092] In this embodiment, for the current operating cycle, after obtaining the second and third static pressures, the second static pressure is the maximum static pressure resulting from the target vehicle's braking conditions, while the third static pressure is the final maximum static pressure resulting from the slope of the road on which the target vehicle is located. To ensure that the target vehicle can stably maintain a stationary state and that the target vehicle's braking system does not overwork, this embodiment takes the maximum of these two maximum static pressures as the target maximum static pressure for the target vehicle, i.e., pMaxStandStill = max(pMaxSlopeLimited, pMaxMc), where pMaxSlopeLimited = pMaxSlope represents the third static pressure, pMaxStandStill represents the target maximum static pressure, and pMaxMc represents the second static pressure. This ensures that the target maximum static pressure is accurately limited to a value sufficient to maintain the vehicle stationary, effectively improving the accuracy of the target maximum static pressure. This prevents the vehicle from rolling while mitigating pressure buildup losses when the vehicle is stationary and reduces the risk of damage to components in the vehicle's braking system, such as the motor and brake fluid circuit, due to prolonged operation.

[0093] To facilitate the explanation of the above-mentioned vehicle stationary control method in the embodiment of the present application, the principle of the above-mentioned vehicle stationary control method in the embodiment of the present application is explained below using an application scenario.

[0094] In this application scenario, the driver does not press the brake pedal, meaning the brake pedal travel is zero. In this case, the driver transitions from not pressing the brake pedal to pressing the brake pedal, which is equivalent to entering a new braking cycle. If the driver then releases the brake pedal, meaning the brake pedal travel is zero, the current braking cycle is considered complete, and the next braking cycle begins. If the driver does not release the brake pedal and continues to press deeper or shallower, meaning the brake pedal travel is not zero, the current braking cycle is considered maintained.

[0095] Therefore, in order to ensure that the vehicle remains stationary for a long time, a single braking cycle is divided into multiple operating cycles, and the above-mentioned vehicle stationary control method in the embodiment of the present application is executed in each operating cycle to achieve cyclic control. The interval between each operating cycle is 20 milliseconds. Figure 5 When the vehicle is stationary, the vehicle stationary control method in the embodiment of the present application mainly includes four parts: judging the sensor state, filtering the slope sensor value, limiting the maximum stationary pressure obtained by the slope condition, and calculating the target maximum stationary pressure.

[0096] (1) Determine the sensor status: Determine whether the target vehicle's sensor group has completed initialization; if the sensor group meets preset conditions, determine that the sensor group has completed initialization; otherwise, determine that the sensor group has not completed initialization. The preset conditions may include the acceleration sensor being valid, the acceleration sensor being initialized, the slope sensor being valid, and the slope sensor being initialized.

[0097] (2) Filtering the slope sensor value: The slope sensor obtains the slope sensor value, and the target vehicle's slope filtered value from the previous operating cycle is defined as the historical filtered value. If the current operating cycle is not the first operating cycle in the braking cycle to which it belongs, the following applies: First, the difference between the slope sensor value and the historical filtered value is determined as the filtered difference: abs = Slope - SlopeF', where abs is the filtered difference and SlopeF' is the historical filtered value. Then, the absolute value of the filtered difference is looked up in a table to obtain the filter coefficient FilterCoefficient. Next, an intermediate variable is calculated: first, the product of the filter coefficient and the filter difference is calculated, and then the sum of this product and the historical variable is calculated as the intermediate variable: SlopeFine = SlopeFine' + FilterCoefficient × abs, where SlopeFine is the intermediate variable, SlopeFine' is the historical variable, and FilterCoefficient is the filter coefficient. Finally, the slope filtered value is calculated: the sum of the intermediate variable and the historical filtered value is calculated as the slope filtered value: SlopeF = SlopeF' + SlopeFine, where SlopeF is the slope filtered value. If the current operation cycle is not the first operation cycle in the braking cycle to which it belongs, the slope filter value is directly set to the slope sensor value, that is, SlopeF=Slope.

[0098] (3) After filtering is completed, the slope filter value is reassigned according to different states to obtain the target slope value: If sensor group initialization has not yet completed, the target slope value is set to zero (SlopeTgt = 0, where SlopeTgt is the target slope value). If sensor group initialization has completed and the slope sensor value is valid, the target slope value is set to equal the slope filter value (SlopeTgt = SlopeF). If sensor group initialization has completed but the slope sensor value is invalid, the target slope value is determined based on whether the driver is first pressing the brake pedal. If the driver presses the brake pedal while the brake pedal is released, this is considered the beginning of a new braking cycle. If the current operating cycle is the first in a new braking cycle, the target slope value is set to equal the preset maximum slope value (SlopeTgt = MaxSlope, where MaxSlope is the maximum slope value). Otherwise, the target slope value is set to equal the slope value before the failure (i.e., the target slope value of the target vehicle in the previous operating cycle), SlopeTgt = SlopeK1, where SlopeK1 is the target slope value of the target vehicle in the previous operating cycle.

[0099] (IV) Calculate the vehicle's final maximum static pressure: First, a table lookup is performed on the target slope value to obtain the first static pressure. Then, a gradient limit is applied to the first static pressure. Specifically, if the first static pressure minus the historical static pressure (i.e., the third static pressure of the target vehicle during the previous operating cycle) exceeds a preset first threshold, the third static pressure is limited to the historical static pressure plus the first threshold, i.e., pMaxSlope = pThr + pUp, where pMaxSlope is the third static pressure, pThr is the historical static pressure, and pUp is the first threshold. Otherwise, the third static pressure is set to the first static pressure. Similarly, if the historical static pressure minus the first static pressure exceeds a preset second threshold, the third static pressure is limited to the historical static pressure minus the second threshold, i.e., pMaxSlope = pThr - pDOWN, where pDOWN is the second threshold. Otherwise, the third static pressure is set to the first static pressure. This method, by determining whether the gradient change is excessive, forms a negative feedback loop to correct the maximum static pressure derived from the slope. Simultaneously, the second static pressure is set as the master cylinder pressure. Finally, the second and third static pressures are maximized to obtain the target maximum static pressure, i.e., pMaxStandstill=max(pMaxSlopeLimited, pMaxMc), where pMaxSlopeLimited=pMaxSlope represents the third static pressure, pMaxStandstill represents the target maximum static pressure, and pMaxMc represents the second static pressure. The maximum value is then provided to the braking system of the target vehicle, so that the braking system of the target vehicle builds pressure accordingly, prompting the target vehicle to remain stationary, thereby achieving stationary control of the target vehicle.

[0100] In addition, refer to Figure 6 The embodiment of the present application further provides a vehicle stationary control system, and the vehicle stationary control system 100 may include: The first processing module 110 is configured to obtain a first static pressure of the target vehicle in the current operating cycle according to a slope sensing value of the target vehicle in the current operating cycle when the target vehicle is detected to be stationary; A second processing module 120 is configured to obtain a second static pressure of the target vehicle in the current operating cycle based on the master cylinder pressure of the target vehicle in the current operating cycle; A third processing module 130 is configured to obtain a target maximum static pressure of the target vehicle in the current operating cycle based on the first static pressure and the second static pressure of the target vehicle in the current operating cycle; The fourth processing module 140 is configured to perform stationary control on the target vehicle according to the target maximum stationary pressure of the target vehicle in the current operating cycle.

[0101] The contents of the above method embodiments are all applicable to the present system embodiments. The functions specifically implemented by the present system embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0102] Finally, refer to Figure 7 , an embodiment of the present application further provides a vehicle, which may include: at least one processor 901; At least one memory 902, configured to store at least one program; When the at least one program is executed by the at least one processor 901 , the at least one processor 901 implements the above-mentioned vehicle stationary control method.

[0103] The above-mentioned vehicles can be private cars, such as sedans, sport utility vehicles (SUVs), multi-purpose vehicles (MPVs) or pickup trucks, or commercial vehicles, such as vans, buses, small trucks or large trailers, or gasoline vehicles or new energy vehicles such as hybrid and pure electric vehicles.

[0104] The above-mentioned memory 902 is a non-transient network system that can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory 902 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory 902 optionally includes a memory 902 remotely arranged relative to the processor 901, and these remote memories 902 can be connected to the processor 901 via a network. Examples of the above-mentioned network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0105] The memory 902 can be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 902 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 902 and is called by the processor 901 to execute the methods of the embodiments of this application.

[0106] The processor 901 may be implemented as a general-purpose central processing unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and may be used to execute relevant programs to implement the technical solutions provided in the embodiments of the present application.

[0107] In some embodiments, the vehicle may further include: Input / output interface, used to realize information input and output; Communication interface, used to realize communication interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, Wi-Fi, Bluetooth, etc.); A bus that transmits information between various components of the device (e.g., processor 901, memory 902, input / output interfaces, and communication interfaces); The processor 901 , the memory 902 , the input / output interface, and the communication interface can be communicatively connected to each other within the device via a bus.

[0108] The contents of the above method embodiments are all applicable to the present vehicle embodiment. The functions specifically implemented by the present vehicle embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0109] In some optional embodiments, the function / operation mentioned in the block diagram may not occur in the order mentioned in the operation diagram. For example, depending on the function / operation involved, the two boxes shown in succession can actually be executed substantially simultaneously or the boxes can sometimes be executed in reverse order. In addition, the embodiments presented and described in the flow chart of the present application are provided in an exemplary manner for the purpose of providing a more comprehensive understanding of the technology. The disclosed method is not limited to the operations and logical flows presented herein. Optional embodiments are contemplated in which the order of the various operations is changed and the sub-operations described as a part of a larger operation are performed independently.

[0110] In addition, although the present application is described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in separate physical devices or software modules. It is also understood that a detailed discussion of the actual implementation of each module is not necessary for understanding the present application. More specifically, given the properties, functions, and internal relationships of the various functional modules in the devices disclosed herein, the actual implementation of the module will be understood within the routine skills of an engineer. Therefore, a person skilled in the art can implement the present application as set forth in the claims using ordinary techniques without undue experimentation. It is also understood that the specific concepts disclosed are merely illustrative and are not intended to limit the scope of the present application, which is determined by the full scope of the appended claims and their equivalents.

[0111] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several programs for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program code.

[0112] The logic and / or steps represented in a flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable programs for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, a program execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can retrieve and execute a program from a program execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, a program execution system, apparatus, or device.

[0113] More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic devices), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting, or processing it in another suitable manner as necessary, and then storing it in a computer memory.

[0114] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable program execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having logic gate circuits for implementing logical functions on data signals, an application-specific integrated circuit having suitable combinational logic gate circuits, a programmable gate array (PGA), a field-programmable gate array (FPGA), etc.

[0115] In the above description of this specification, reference to the terms "one embodiment / example," "another embodiment / example," or "certain embodiments / examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples.

[0116] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

[0117] The above is a specific description of the preferred implementation of the present application, but the present application is not limited to the embodiments. Those skilled in the art may make various equivalent modifications or substitutions without violating the spirit of the present application. These equivalent modifications or substitutions are all included in the scope defined by the claims of the present application.

Claims

1. A vehicle stationary control method, characterized in that: The following steps are involved: When the target vehicle is detected to be stationary, obtaining a first stationary pressure of the target vehicle in the current operating cycle according to a slope sensing value of the target vehicle in the current operating cycle; Obtaining a second static pressure of the target vehicle in the current operating cycle according to the master cylinder pressure of the target vehicle in the current operating cycle; Obtaining a target maximum static pressure of the target vehicle in the current operating cycle according to the first static pressure and the second static pressure of the target vehicle in the current operating cycle; The target vehicle is subjected to stationary control according to the target maximum stationary pressure of the target vehicle in the current operating cycle.

2. The method according to claim 1, characterized in that Obtaining a first static pressure of the target vehicle in the current operating cycle according to a slope sensor value of the target vehicle in the current operating cycle includes: Performing value assignment processing based on the slope sensor value of the target vehicle in the current operating cycle to obtain a target slope value of the target vehicle in the current operating cycle; A first static pressure of the target vehicle in the current operating cycle is obtained according to the target gradient value of the target vehicle in the current operating cycle.

3. The method according to claim 2, characterized in that The performing assignment processing based on the slope sensor value of the target vehicle in the current operating cycle to obtain the target slope value of the target vehicle in the current operating cycle includes: If the sensor group of the target vehicle has not completed initialization in the current operation cycle, setting the target slope value of the target vehicle in the current operation cycle to zero; Alternatively, when the sensor group completes initialization in the current operating cycle, if the slope sensor value is valid, filtering the slope sensor value of the target vehicle in the current operating cycle to obtain the slope filter value of the target vehicle in the current operating cycle as the target slope value of the target vehicle in the current operating cycle; Alternatively, when the sensor group completes initialization in the current operating cycle, if the slope sensor value is invalid and the current operating cycle is the first operating cycle of the braking cycle to which it belongs, setting the target slope value of the target vehicle in the current operating cycle to a preset maximum slope value; Alternatively, when the sensor group completes initialization in the current operating cycle, if the slope sensor value is invalid and the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, the target slope value of the target vehicle in the current operating cycle is set to the target slope value of the target vehicle in the previous operating cycle.

4. The method according to claim 3, characterized in that The filtering of the slope sensing value of the target vehicle in the current operating cycle to obtain the slope filtering value of the target vehicle in the current operating cycle includes: If the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, obtaining the slope filtering value of the target vehicle in the current operating cycle according to the slope sensing value of the target vehicle in the current operating cycle, combined with the slope filtering value of the target vehicle in the previous operating cycle and the intermediate variable; Alternatively, if the current operating cycle is the first operating cycle of the braking cycle to which it belongs, the slope filtering value of the target vehicle in the current operating cycle is set as the slope sensing value of the target vehicle in the current operating cycle.

5. The method according to claim 4, characterized in that The step of obtaining the slope filtered value of the target vehicle in the current operating cycle based on the slope sensor value of the target vehicle in the current operating cycle, in combination with the slope filtered value and the intermediate variable of the target vehicle in the previous operating cycle, includes: Obtaining a filtered difference value of the target vehicle in the current operating cycle according to a slope sensing value of the target vehicle in the current operating cycle and a slope filtering value of the target vehicle in the previous operating cycle; Obtaining a filtering coefficient of the target vehicle in the current operating cycle according to an absolute value of a filtering difference of the target vehicle in the current operating cycle; Obtaining the intermediate variable of the target vehicle in the current operating cycle based on the filter coefficient and filter difference of the target vehicle in the current operating cycle and the intermediate variable of the target vehicle in the previous operating cycle; The slope filtering value of the target vehicle in the current operating cycle is obtained according to the intermediate variable of the target vehicle in the current operating cycle and the slope filtering value of the target vehicle in the previous operating cycle.

6. The method according to claim 1, characterized in that Obtaining a target maximum static pressure of the target vehicle in the current operating cycle according to the first static pressure and the second static pressure of the target vehicle in the current operating cycle includes: performing calibration processing on the first static pressure of the target vehicle in the current operating cycle to obtain a third static pressure of the target vehicle in the current operating cycle; A target maximum static pressure of the target vehicle in the current operating cycle is obtained according to the second static pressure and the third static pressure of the target vehicle in the current operating cycle.

7. The method according to claim 6, characterized in that The calibrating the first static pressure of the target vehicle in the current operating cycle to obtain a third static pressure of the target vehicle in the current operating cycle includes: In a case where the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, if the difference between the first static pressure of the target vehicle in the current operating cycle and the pressure threshold is greater than a preset first threshold, then the third static pressure of the target vehicle in the current operating cycle is obtained based on the pressure threshold and the first threshold; otherwise, the third static pressure of the target vehicle in the current operating cycle is set to the first static pressure of the target vehicle in the current operating cycle; wherein the pressure threshold is the third static pressure of the target vehicle in the previous operating cycle; Alternatively, in a case where the current operating cycle is not the first operating cycle of the braking cycle to which it belongs, if the difference between the pressure threshold and the first static pressure of the target vehicle in the current operating cycle is greater than a preset second threshold, a third static pressure of the target vehicle in the current operating cycle is obtained based on the pressure threshold and the second threshold; otherwise, the third static pressure of the target vehicle in the current operating cycle is set to the first static pressure of the target vehicle in the current operating cycle; Alternatively, when the current operation cycle is the first operation cycle of the braking cycle to which it belongs, the third static pressure of the target vehicle in the current operation cycle is set as the first static pressure of the target vehicle in the current operation cycle.

8. The method according to claim 6, characterized in that Obtaining a target maximum static pressure of the target vehicle in the current operating cycle according to the second static pressure and the third static pressure of the target vehicle in the current operating cycle includes: Among the second static pressure and the third static pressure of the target vehicle in the current operating cycle, the maximum static pressure is selected as the target maximum static pressure of the target vehicle in the current operating cycle.

9. A vehicle stationary control system, characterized in that: include: a first processing module, configured to obtain, when detecting that the target vehicle is stationary, a first static pressure of the target vehicle in the current operating cycle according to a slope sensing value of the target vehicle in the current operating cycle; a second processing module, configured to obtain a second static pressure of the target vehicle in the current operating cycle according to the master cylinder pressure of the target vehicle in the current operating cycle; a third processing module, configured to obtain a target maximum static pressure of the target vehicle in the current operating cycle according to the first static pressure and the second static pressure of the target vehicle in the current operating cycle; The fourth processing module is configured to perform stationary control on the target vehicle according to the target maximum stationary pressure of the target vehicle in the current operating cycle.

10. A vehicle, characterized in that: include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the vehicle stationary control method according to any one of claims 1 to 8.

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