Pressure maintaining pressure control method and device with ramp maintaining control function and vehicle

Abstract

The invention discloses a dwell pressure control method and device with a ramp keeping control function and a vehicle. The dwell pressure control method comprises the steps that the real-time state of a brake pedal is obtained; when the real-time state meets the preset state, it is judged that the driver steps on a brake pedal; acquiring a real-time activation state of a ramp keeping control function; when the real-time activation state meets the preset activation state, it is judged that the activation initial threshold of the ramp keeping control function is reached; the real-time gradient of the vehicle is obtained, and a basic dwell pressure value is obtained through calculation; according to the driving style of the driver, the brake pedal treading speed of the driver and the accelerator pedal treading speed of the driver, the basic dwell pressure value is corrected to obtain a real-time dwell pressure value; and carrying out ramp braking according to the real-time dwell pressure value. The real-time pressure maintaining pressure value of the ramp maintaining control function can adaptively change along with the vehicle driving mode and the driving style of a driver, and diversified requirements are met.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a method and device for controlling a pressure maintaining pressure of a hill hold control function, and a vehicle. Background Art

[0002] Currently, new energy vehicles are increasingly equipped with Integrated Brake Control (IBC). As an integrated, intelligent, electronically controlled braking system, it combines basic brake assist and single-wheel pressure regulation. It offers a compact design, enhanced braking performance, and a wider range of brake control functions. Hill Hold Control (HHC), an additional feature of IBC and also commonly referred to as hill start assist (hereinafter referred to as HHC), maintains a constant brake pressure in the vehicle's four wheel cylinders as the driver's foot shifts from the brake pedal to the accelerator pedal, preventing the vehicle from rolling and ensuring a smooth start. The current industry's single, fixed holding pressure for slope hold control functions cannot adapt to the diverse needs of drivers. For example, young drivers with more aggressive driving habits prefer lower holding pressure for smoother starting on slopes; older drivers with more steady driving habits prefer higher holding pressure because they step on the accelerator pedal at a relatively slower rate, and higher holding pressure is conducive to a smoother start on a slope. Summary of the Invention

[0003] The present invention aims to address at least one of the technical problems existing in the prior art. To this end, the present invention provides a method, device, and vehicle for controlling the pressure holding pressure of a hill-hold control function. These methods enable the pressure holding pressure of the hill-hold control function to be adaptively adjusted based on the vehicle's driving mode, the driver's driving style, and other factors, thereby meeting diverse needs.

[0004] According to a first aspect of an embodiment of the present invention, a method for controlling a pressure holding function of a hill hold control function includes: Get the real-time status of the brake pedal; When the real-time status satisfies a preset status, determining that the driver has stepped on the brake pedal; Get the real-time activation status of the hill hold control function; When the real-time activation state satisfies a preset activation state, determining that an activation initial threshold of the hill hold control function is reached; Obtain the real-time slope of the vehicle and calculate the basic holding pressure value; Correcting the basic holding pressure value according to the driver's driving style, the driver's brake pedal pressing rate, and the driver's accelerator pedal pressing rate to obtain a real-time holding pressure value; Slope braking is performed according to the real-time holding pressure value.

[0005] The holding pressure control method according to the embodiment of the present invention has at least the following beneficial effects: After detecting that the initial threshold for activating the hill hold control function has been reached, the real-time slope of the vehicle is obtained to calculate the basic holding pressure value. The basic holding pressure value is then corrected based on the driver's driving style, the rate at which the driver depresses the brake pedal, and the rate at which the driver depresses the accelerator pedal to set the real-time holding pressure value. This allows the real-time holding pressure value of the hill hold control function to adapt to the vehicle's driving mode and the driver's driving style to meet diverse needs.

[0006] According to some embodiments of the present invention, the correcting the basic holding pressure value according to the driver's driving style, the driver's brake pedal pressing rate, and the driver's accelerator pedal pressing rate to obtain the real-time holding pressure value includes: The real-time holding pressure value p is calculated according to the formula p=p0*f1*f2*f3, where p0 is the basic holding pressure value, f1 is the correction coefficient related to the driver's driving style, f2 is the correction coefficient related to the speed at which the driver steps on the brake pedal, and f3 is the correction coefficient related to the speed at which the driver steps on the accelerator pedal.

[0007] According to some embodiments of the present invention, the correction coefficient f1 is obtained through a limited number of actual vehicle calibration tests, wherein different parameter values ​​are calibrated under different vehicle driving modes, and the parameters are corrected according to the driver's driving habits within a set period to obtain the correction coefficient f1.

[0008] According to some embodiments of the present invention, the correction coefficient f2 is obtained through a limited number of actual vehicle calibration tests, wherein after the rate at which the driver steps on the brake pedal exceeds a first preset threshold value, the holding pressure value is reduced according to the first preset value while ensuring that the vehicle does not roll down the slope.

[0009] According to some embodiments of the present invention, the correction coefficient f3 is obtained through a limited number of real vehicle calibration tests, where: After the rate at which the driver depresses the accelerator pedal exceeds a second preset threshold, and the proportion of the rate at which the driver depresses the accelerator pedal exceeds the second preset threshold in the current driving cycle exceeds a first preset proportion, the holding pressure value is reduced according to the second preset value while ensuring that the vehicle does not roll down the slope; When the rate at which the driver presses the accelerator pedal is lower than the third preset threshold value, and the proportion of the rate at which the driver presses the accelerator pedal exceeds the third preset threshold value in the current driving cycle exceeds the second preset proportion value, the holding pressure value is increased according to the third preset value.

[0010] According to some embodiments of the present invention, obtaining the real-time slope of the vehicle and calculating the basic holding pressure value includes: Under different slopes of the vehicle, the component of the vehicle's gravity in the slope direction is calculated through mechanical analysis to obtain the braking force required for the vehicle to maintain the slope, and the basic holding pressure value is calculated based on the braking force.

[0011] According to some embodiments of the present invention, obtaining the real-time status of the brake pedal includes: The pedal push rod travel is detected by a travel sensor.

[0012] When the real-time state satisfies a preset state, determining that the driver has stepped on the brake pedal includes: When the pedal push rod stroke is greater than a preset stroke, remains for more than a first preset time, and the brake light switch signal is on, it is determined that the driver has stepped on the brake pedal.

[0013] According to some embodiments of the present invention, obtaining the real-time activation status of the hill hold control function includes: Obtain the vehicle's current slope, the brake pressure requested by the driver when pressing the brake pedal, the fault signal of the integrated brake control system, and the vehicle's current gear position; When the real-time activation state satisfies the preset activation state, determining that the activation initial threshold of the hill hold control function is reached includes: When the absolute value of the vehicle's current slope is greater than the fourth preset value, the brake pressure value requested by the driver when stepping on the brake pedal exceeds the fifth preset value and exceeds the second preset time, there is no fault signal in the integrated braking control system, and the vehicle's current gear is not P gear or N gear, it is determined that the initial activation threshold of the hill hold control function has been reached.

[0014] According to a second aspect of an embodiment of the present invention, a pressure maintaining pressure control device having a hill hold control function comprises: The acquisition and calculation module is used to obtain the real-time status of the brake pedal; obtain the real-time activation status of the hill hold control function; obtain the real-time slope of the vehicle and calculate the basic holding pressure value; a judgment module, configured to determine that the driver has stepped on the brake pedal when the real-time status satisfies a preset status; and to determine that an initial activation threshold of the hill hold control function has been reached when the real-time activation status satisfies a preset activation status; a correction module, configured to correct the basic holding pressure value according to the driver's driving style, the driver's brake pedal stepping rate, and the driver's accelerator pedal stepping rate to obtain a real-time holding pressure value; The execution control module is used to perform hill braking according to the real-time pressure-maintaining pressure value.

[0015] A vehicle according to a third aspect of an embodiment of the present invention includes the above-mentioned pressure-maintaining pressure control device.

[0016] Other features and advantages of the present invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments, in which: Figure 1 is a flow chart of the steps of the pressure holding pressure control method of the present invention; Figure 2 is a schematic diagram of a pressure-maintaining pressure control device of the present invention; Figure 3 This is a flow chart of the vehicle of the present invention when executing the pressure holding pressure control method. DETAILED DESCRIPTION

[0018] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0019] In the description of the present invention, it should be understood that descriptions involving orientation, such as the orientation or positional relationship indicated by up, down, etc., are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0020] In the description of the present invention, "a plurality" refers to more than two. The use of "first" or "second" is solely for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of the indicated technical features, or implicitly indicating the order of the indicated technical features.

[0021] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, and connecting should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0022] The technical solutions of the present invention will be described clearly and completely below with reference to the accompanying drawings. Obviously, the embodiments described below are only some embodiments of the present invention, not all embodiments.

[0023] The current hill hold control function is as follows: when the activation conditions of the hill hold control function are met and the driver releases the brake pedal, the hill hold control function will control the IBC system to maintain a certain brake pressure in the vehicle's four wheel cylinders. This specific brake pressure value is generally obtained through parameter calibration by the OEM or parts supplier during the vehicle development phase. Generally, there will be different holding pressure values ​​with different slopes. However, a single, fixed holding pressure cannot adapt to the diverse needs of drivers. For example, young drivers with more aggressive driving habits prefer a smaller holding pressure so that starting on a slope is smoother; older drivers with more steady driving habits are accustomed to a larger holding pressure because they also step on the accelerator pedal at a relatively slower rate. A larger holding pressure is conducive to a smoother start of the vehicle on a slope. In order to solve the above problems, the present invention proposes a holding pressure control method for the hill hold control function. After detecting that the initial activation threshold of the hill hold control function has been reached, the real-time holding pressure is set based on the real-time slope, the driver's driving style, and the braking and accelerator pedal depression conditions, so that the holding pressure of the hill hold control function can be adaptively changed according to the vehicle driving mode, the driver's driving style, etc.

[0024] like Figure 1 As shown, the holding pressure control method of the present invention includes the following steps: Step S100: obtaining the real-time status of the brake pedal; Step S200: When the real-time status meets the preset status, it is determined that the driver has stepped on the brake pedal; Step S300: Acquire the real-time activation status of the hill hold control function; Step S400: When the real-time activation state satisfies the preset activation state, it is determined that the activation initial threshold of the hill hold control function has been reached; Step S500: obtaining the real-time slope of the vehicle and calculating the basic pressure-maintaining pressure value; Step S600: Correcting the basic holding pressure value according to the driver's driving style, the driver's brake pedal pressing rate, and the driver's accelerator pedal pressing rate to obtain a real-time holding pressure value; Step S700: performing slope braking according to the real-time holding pressure value.

[0025] After detecting that the initial threshold for activating the hill hold control function has been reached, the real-time slope of the vehicle is obtained to calculate the basic holding pressure value. The basic holding pressure value is then corrected based on the driver's driving style, the rate at which the driver depresses the brake pedal, and the rate at which the driver depresses the accelerator pedal, and the real-time holding pressure value is set. This allows the real-time holding pressure value of the hill hold control function to adapt to the vehicle's driving mode and the driver's driving style to meet diverse needs.

[0026] In step S100, the driver's real-time brake pedal operation status is primarily acquired. In this embodiment, this real-time brake pedal status is fed back via the brake pedal push rod stroke. Step S100 then further includes step S110: The pedal push rod stroke is acquired via a stroke sensor. Specifically, the pedal push rod stroke within the IBC is acquired by the stroke sensor, analyzed by the IBC controller, and then directly read by the controller.

[0027] In step S200, the driver is primarily required to determine whether the brake pedal is depressed. This is because when a vehicle reaches a slope, the brake pedal is typically pressed for braking. Subsequently, when the vehicle starts, the accelerator pedal is pressed, requiring the hill hold control function to intervene. Therefore, determining whether the driver has depressed the brake pedal is essential. The present invention compares the real-time state of the brake pedal with a preset state to determine whether the driver has depressed the brake pedal. Step S200 also includes step S210: Determining whether the driver has depressed the brake pedal occurs when the pedal push rod travel exceeds a preset travel, remains in operation for more than a first preset time, and the brake light switch signal is on. The preset travel and first preset time are calibrated and confirmed based on the actual performance of a specific vehicle model. In this embodiment, the preset travel is set to 0.5 mm, and the first preset time is set to 0.01 second. The present invention determines whether the driver has depressed the brake pedal when the pedal push rod travel within the IBC exceeds 0.5 mm, remains in operation for more than 0.01 second, and the brake light switch signal is 1.

[0028] When the vehicle requires hill hold control intervention, it is necessary to determine whether the initial activation threshold for the hill hold control function has been reached. In step S300, the real-time activation status of the hill hold control function is obtained. In this embodiment, the real-time activation status includes the slope, the brake pressure requested by the driver when depressing the brake pedal, whether the integrated brake control system is operating normally, and the vehicle's gear position. For the slope, the hill hold control function is not activated until the slope reaches a set value. If the slope is too shallow, hill hold control intervention is not required. When the vehicle stops on a slope, the driver will press the brake pedal deeply to increase the braking force on the vehicle to keep it stable on the slope. In this case, the hill hold control function is not activated until the brake pressure requested by the driver when depressing the brake pedal reaches a set value. At the same time, the integrated brake control system is required to ensure that the hill hold control function is activated only under normal operation to ensure normal operation of the hill hold control function. In addition, the vehicle's gear position must be in a set position. If the vehicle is parked on a slope or needs to be pushed due to other emergencies, the hill hold control function does not need to be activated.

[0029] In step S400 , when the real-time activation state satisfies the preset activation state and it is determined that the activation initial threshold of the hill hold control function is reached, the hill hold control function is activated.

[0030] In this embodiment, step S300 further includes step S310: obtaining the current slope of the vehicle, the braking pressure requested by the driver when he steps on the brake pedal, a fault signal of the integrated braking control system, and the current gear position of the vehicle.

[0031] Among them, the vehicle's current slope can be detected by an angle sensor to detect the vehicle's tilting state; the brake pressure requested by the driver when stepping on the brake pedal is detected by a pressure sensor to detect the hydraulic pressure in the brake system; the vehicle's current gear position and the fault signal of the integrated brake control system are detected by the vehicle controller.

[0032] In this embodiment, the current slope signal of the vehicle and the brake pressure value requested by the driver when stepping on the brake pedal are obtained by reading the internal signal of the IBC, and the current gear signal of the vehicle is read through the CAN bus.

[0033] Step S400 of this embodiment also includes step S410: when the absolute value of the current slope of the vehicle is greater than the fourth preset value, the brake pressure value requested by the driver when stepping on the brake pedal exceeds the fifth preset value and exceeds the second preset time, the integrated braking control system has no fault signal, and the current gear of the vehicle is not P gear or N gear, it is determined that the initial activation threshold of the hill hold control function has been reached.

[0034] The fourth preset value, the fifth preset value and the second preset time are calibrated and confirmed according to the actual vehicle performance of the specific vehicle model. In this embodiment, the fourth preset value is set to 4%, the fifth preset value is set to 5 bar, and the second preset time is set to 0.05 seconds.

[0035] The present invention sets a judgment method for reaching the initial activation threshold of the hill hold control function based on the simultaneous satisfaction of the following factors: ① the absolute value of the vehicle's current slope is greater than 4%; ② the brake pressure value requested by the driver when depressing the brake pedal exceeds 5 bar and exceeds 0.05 seconds; ③ the IBC system has no faults; ④ the vehicle's current gear is not P gear or N gear.

[0036] In step S500, the basic holding pressure value is the holding pressure required for braking to prevent the vehicle from rolling back on the slope. The basic holding pressure value is determined by the different slopes on which the vehicle is located. The appropriate holding pressure value can be calculated through simple mechanical analysis, that is, the component of the vehicle's gravity in the slope direction and the braking force are balanced. Furthermore, step S500 of this embodiment further includes step S510: Under different vehicle slopes, mechanical analysis is performed to calculate the component of the vehicle's gravity in the slope direction to determine the braking force required to maintain the vehicle on the slope. A base holding pressure value is calculated based on the braking force. This is a common method in the current industry and is not the focus of this application, so it will not be elaborated on.

[0037] In step S600, the present invention reduces or increases the pressure based on the basic holding pressure value according to the driver's driving style, the driver's brake pedal stepping rate, and the driver's accelerator pedal stepping rate to obtain a real-time holding pressure value.

[0038] Specifically, step S600 of this embodiment also includes step S610: according to the formula p=p0*f1*f2*f3, the real-time holding pressure value p is calculated; wherein p0 is the basic holding pressure value, f1 is the correction coefficient related to the driver's driving style, f2 is the correction coefficient related to the speed at which the driver steps on the brake pedal, and f3 is the correction coefficient related to the speed at which the driver steps on the accelerator pedal.

[0039] For F1, the driver's driving style is judged based on vehicle data when the vehicle is in different driving modes or within a certain driving cycle.

[0040] Step S610 of this embodiment also requires obtaining f1, f2, and f3. The present invention obtains the correction coefficients f1, f2, and f3 through a limited number of actual vehicle calibration tests.

[0041] Furthermore, step S610 of this embodiment further includes the following steps: Step S611: By calibrating different parameter values ​​under different vehicle driving modes and modifying the parameters based on the driver's driving habits within a set period, a correction coefficient f1 is obtained. Therefore, f1 is a coefficient that can be dynamically modified based on the vehicle driving mode and the driver's driving habits within a set period.

[0042] Step S612: After the rate at which the driver depresses the brake pedal exceeds a first preset threshold, the holding pressure value is reduced according to the first preset value while ensuring that the vehicle does not roll down the slope.

[0043] Step S613: After the driver's accelerator pedal depressing rate exceeds the second preset threshold, and the ratio of the driver's accelerator pedal depressing rate exceeding the second preset threshold in the current driving cycle exceeds the first preset ratio, the holding pressure value is reduced according to the second preset value while ensuring that the vehicle does not roll down the slope; At the same time, when the rate at which the driver presses the accelerator pedal is lower than the third preset threshold value, and the proportion of the rate at which the driver presses the accelerator pedal exceeds the third preset threshold value in the current driving cycle exceeds the second preset proportion value, the holding pressure value is increased according to the third preset value.

[0044] In step S612, this embodiment sets the first preset threshold value to 100 mm / s. This value needs to be calibrated and confirmed based on the actual vehicle performance of a specific model. At this time, after the driver steps on the brake pedal at a rate exceeding 100 mm / s, the first preset value is used to appropriately reduce the holding pressure value while ensuring that the vehicle does not roll down the slope, thereby adapting to the actual needs of drivers with a more aggressive driving style. At this time, the first preset value is calibrated and confirmed based on the actual vehicle performance of a specific model to obtain f2.

[0045] In step S613, this embodiment sets the second preset threshold value to 80 mm / s, the third preset threshold value to 20 mm / s, the first preset ratio value to 50%, and the second preset ratio value to 60%. The above data are calibrated and confirmed based on the actual vehicle effects of the specific model. It can be understood that after the driver steps on the accelerator pedal at a rate exceeding 80 mm / s, and the proportion of the accelerator pedal rate exceeding the threshold value in the current driving cycle exceeds 50%, the holding pressure value is appropriately reduced according to the second preset value while ensuring that the vehicle does not roll down the slope; at the same time, when the driver steps on the accelerator pedal at a rate lower than 20 mm / s, and the proportion of the accelerator pedal rate exceeding the threshold value in the current driving cycle exceeds 60%, the holding pressure value is appropriately increased according to the third preset value to obtain f3.

[0046] In step S700 , after the real-time holding pressure value is calculated, the HHC function is activated and the IBC performs a holding pressure action, thereby maintaining the brake pressure in the wheel cylinders of the four wheels, so that the vehicle stops on the slope.

[0047] like Figure 2 As shown, an embodiment of the present invention further provides a pressure maintaining control device, which is suitable for an integrated braking control system of a vehicle. The pressure maintaining control device specifically includes: an acquisition and calculation module, a judgment module, a correction module and an execution control module.

[0048] The acquisition and calculation module may further execute steps of acquiring various signals and parameters and calculating the basic holding pressure value, such as the above-mentioned steps S100, S300, S500, S310, S110 and S510.

[0049] The judgment module may further execute steps of judging whether the driver has stepped on the brake pedal and judging whether the initial threshold for activating the HHC function is reached, such as the above-mentioned steps S200, S400, S210, and S410.

[0050] The correction module may further execute steps for correcting the basic holding pressure value, such as the above-mentioned steps S600 , S610 , S611 , S612 , and S613 .

[0051] The execution control module may further execute a pressure maintaining action step, specifically as the above-mentioned step S700.

[0052] An embodiment of the present invention further provides a vehicle, comprising the above-mentioned pressure-maintaining pressure control device.

[0053] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle must have an electric motor that can output power or store mechanical energy as a generator. If the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0054] Since the vehicle applies all the technical solutions of the above-mentioned pressure-maintaining pressure control device, it has at least all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be repeated here.

[0055] like Figure 3 As shown, the specific steps of the vehicle of the present invention when executing the above-mentioned pressure holding pressure control method are as follows: Step S1: The vehicle is powered on, the IBC is initialized, and various signals and parameters are read. In this embodiment, the vehicle is in normal condition, and the IBC system and various signals are normal.

[0056] Step S2: Determine whether the driver has stepped on the brake pedal. In this embodiment, the following conditions must be met: the pedal push rod stroke inside the IBC is greater than 0.5 mm, maintained for more than 0.01 seconds, and the brake light switch signal is 1. Then, the process proceeds to step S3. If not, the process returns to step S1.

[0057] Step S3: Determine whether the initial threshold for HHC function activation has been reached. In this embodiment, the following factors must be met simultaneously: ① the absolute value of the vehicle's current slope is greater than 4%; ② the maximum pressure value requested by the driver during brake pedal application exceeds 5 bar and exceeds 0.1 seconds; ③ the IBC system is fault-free; and ④ the vehicle's current gear is not P or N. The process proceeds to Step S4. If not, the process returns to Step S1.

[0058] Step S4: Calculate the holding pressure by comprehensively considering the current slope of the vehicle, the driver's driving style, and the braking and accelerator pedal conditions. In this embodiment, the appropriate holding pressure is calculated by comprehensively considering various current dimensions.

[0059] Step S5: Activate the HHC function and maintain the IBC pressure. In this embodiment, after obtaining the pressure maintaining value, the IBC performs the pressure maintaining action, thereby maintaining the brake pressure in the wheel cylinders of the four wheels, so that the vehicle stops on the slope.

[0060] In addition, an embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to execute the above-mentioned holding pressure control method.

[0061] It is worth noting that since the computer-readable storage medium of an embodiment of the present invention can execute the holding pressure control method of any of the above-mentioned embodiments, the specific implementation methods and technical effects of the computer-readable storage medium of an embodiment of the present invention can refer to the specific implementation methods and technical effects of the holding pressure control method of any of the above-mentioned embodiments.

[0062] In addition, an embodiment of the present invention also provides a computer program product, including a computer program or computer instructions, the computer program or computer instructions are stored in a computer-readable storage medium, the processor of the computer device reads the computer program or computer instructions from the computer-readable storage medium, and the processor executes the computer program or computer instructions, so that the computer device executes the above-mentioned holding pressure control method.

[0063] It is worth noting that since the computer program product of the embodiment of the present invention can execute the holding pressure control method of any of the above embodiments, the specific implementation methods and technical effects of the computer program product of the embodiment of the present invention can refer to the specific implementation methods and technical effects of the holding pressure control method of any of the above embodiments.

[0064] The computer-readable storage medium of the embodiments of the present invention may employ any combination of one or more computer-readable media. The computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium may be, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the embodiments of the present invention, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0065] A computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0066] Program code embodied on a computer-readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0067] It should be understood that various components of the present invention may be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods may be implemented using software or firmware stored in a memory and executed by a suitable instruction 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 may be used: a discrete logic circuit having logic gate circuits for implementing logic 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.

[0068] Throughout this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" indicate that a particular feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative uses of these terms do not necessarily refer to the same embodiment or example. Furthermore, the described specific features, structures, materials, or characteristics may be combined in any suitable manner in any one or more embodiments or examples.

[0069] The embodiments of the present invention are described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Various changes can be made within the knowledge of ordinary technicians in the relevant technical field without departing from the scope of the present invention.

Claims

1. A method for controlling the holding pressure of a hill hold control function, characterized in that: include: Get the real-time status of the brake pedal; When the real-time status satisfies a preset status, determining that the driver has stepped on the brake pedal; Get the real-time activation status of the hill hold control function; When the real-time activation state satisfies a preset activation state, determining that an activation initial threshold of the hill hold control function is reached; Obtain the real-time slope of the vehicle and calculate the basic holding pressure value; Correcting the basic holding pressure value according to the driver's driving style, the driver's brake pedal stepping rate, and the driver's accelerator pedal stepping rate to obtain a real-time holding pressure value; Slope braking is performed according to the real-time holding pressure value.

2. The method for controlling the holding pressure according to claim 1, wherein: The step of correcting the basic holding pressure value according to the driver's driving style, the driver's brake pedal stepping rate, and the driver's accelerator pedal stepping rate to obtain a real-time holding pressure value includes: The real-time holding pressure value p is calculated according to the formula p=p0*f1*f2*f3, where p0 is the basic holding pressure value, f1 is the correction coefficient related to the driver's driving style, f2 is the correction coefficient related to the speed at which the driver steps on the brake pedal, and f3 is the correction coefficient related to the speed at which the driver steps on the accelerator pedal.

3. The method for controlling the holding pressure according to claim 2, wherein: The correction coefficient f1 is obtained through a limited number of actual vehicle calibration tests, wherein different parameter values ​​are calibrated under different vehicle driving modes, and the parameters are corrected according to the driver's driving habits within a set period to obtain the correction coefficient f1.

4. The method for controlling the holding pressure according to claim 2, wherein: The correction coefficient f2 is obtained through a limited number of actual vehicle calibration tests, wherein, after the rate at which the driver steps on the brake pedal exceeds a first preset threshold value, the holding pressure value is reduced according to the first preset value while ensuring that the vehicle does not roll down the slope.

5. The method for controlling the holding pressure according to claim 2, wherein: The correction coefficient f3 is obtained through a limited number of real vehicle calibration tests, where: After the rate at which the driver depresses the accelerator pedal exceeds a second preset threshold, and the proportion of the rate at which the driver depresses the accelerator pedal exceeds the second preset threshold in the current driving cycle exceeds a first preset proportion, the holding pressure value is reduced according to the second preset value while ensuring that the vehicle does not roll down the slope; When the rate at which the driver presses the accelerator pedal is lower than the third preset threshold value, and the proportion of the rate at which the driver presses the accelerator pedal exceeds the third preset threshold value in the current driving cycle exceeds the second preset proportion value, the holding pressure value is increased according to the third preset value.

6. The method for controlling the holding pressure according to claim 1, wherein: The step of obtaining the real-time slope of the vehicle and calculating the basic holding pressure value includes: Under different slopes of the vehicle, the component of the vehicle's gravity in the slope direction is calculated through mechanical analysis to obtain the braking force required for the vehicle to maintain the slope, and the basic holding pressure value is calculated based on the braking force.

7. The method for controlling the holding pressure according to claim 1, wherein: The obtaining of the real-time status of the brake pedal includes: The pedal push rod stroke is collected through the stroke sensor; When the real-time state satisfies a preset state, determining that the driver has stepped on the brake pedal includes: When the pedal push rod stroke is greater than a preset stroke, remains for more than a first preset time, and the brake light switch signal is on, it is determined that the driver has stepped on the brake pedal.

8. The method for controlling the holding pressure according to claim 1, wherein: Acquiring the real-time activation status of the hill hold control function includes: Obtain the vehicle's current slope, the brake pressure requested by the driver when pressing the brake pedal, the fault signal of the integrated brake control system, and the vehicle's current gear position; When the real-time activation state satisfies the preset activation state, determining that the activation initial threshold of the hill hold control function is reached includes: When the absolute value of the vehicle's current slope is greater than the fourth preset value, the brake pressure value requested by the driver when stepping on the brake pedal exceeds the fifth preset value and exceeds the second preset time, there is no fault signal in the integrated braking control system, and the vehicle's current gear is not P gear or N gear, it is determined that the initial activation threshold of the hill hold control function has been reached.

9. A pressure control device with a hill hold control function, characterized in that: include: Acquisition and calculation module, used to obtain the real-time status of the brake pedal; Get the real-time activation status of the hill hold control function; Obtain the real-time slope of the vehicle and calculate the basic holding pressure value; a judgment module, configured to determine that the driver has stepped on the brake pedal when the real-time status satisfies a preset status; When the real-time activation state satisfies a preset activation state, determining that an activation initial threshold of the hill hold control function is reached; a correction module, configured to correct the basic holding pressure value according to the driver's driving style, the driver's brake pedal stepping rate, and the driver's accelerator pedal stepping rate to obtain a real-time holding pressure value; The execution control module is used to perform hill braking according to the real-time pressure-maintaining pressure value.

10. A vehicle, characterized in that: It includes the holding pressure control device as described in claim 9.

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