Vehicle control method, electronic device, vehicle, storage medium and program product

Abstract

The invention relates to a vehicle control method, electronic equipment, a vehicle, a storage medium and a program product, and relates to the technical field of vehicle control, and the method comprises the following steps: obtaining vehicle state information of the vehicle under the condition that an electronic parking switch of the vehicle is in a pull-up state; and in response to the condition that the vehicle state information meets a preset relieving condition, the vehicle is controlled to relieve parking braking. Therefore, the driving requirement of the driver can be accurately judged through the preset removing condition, and when the electronic parking switch is in the pull-up state (the clamping stagnation fault is not recognized yet) but the driver clearly needs to drive, parking braking is removed in time, so that the driving convenience is improved, and the vehicle function failure caused by the fault of a single component is reduced.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular, to a vehicle control method, electronic equipment, a vehicle, a storage medium, and a program product. Background Art

[0002] In the electronic parking brake (EPB) system of modern vehicles, electronic switches have gradually replaced traditional mechanical lever handbrakes, bringing more convenient operating experience to drivers.

[0003] Typically, to prevent misjudgments, a longer time is required to determine if the EPB switch is stuck. Prior to identifying the EPB switch stuck, the EPB switch's operational response takes priority. This means the EPB switch cannot be released during this time, rendering the vehicle unable to move. This not only affects driving convenience but can also pose a safety hazard in emergency situations. Summary of the Invention

[0004] In order to solve the above technical problems, the present disclosure provides a vehicle control method, an electronic device, a vehicle, a storage medium, and a program product.

[0005] In a first aspect, the present disclosure provides a vehicle control method, the method comprising: When an electronic parking switch of the vehicle is in a pulled-up state, obtaining vehicle status information of the vehicle; In response to the vehicle state information satisfying a preset release condition, the vehicle is controlled to release the parking brake.

[0006] Optionally, the electronic parking switch of the vehicle being in the pulled-up state includes: a duration of the electronic parking switch of the vehicle being in the pulled-up state being greater than or equal to a first preset time threshold.

[0007] Optionally, the vehicle status information includes gear switching information and throttle opening, and the preset release condition includes: The gear switching information indicates that the gear of the vehicle is switched from the first gear to the second gear; and The throttle opening of the vehicle is greater than or equal to a first preset throttle opening threshold.

[0008] Optionally, the vehicle status information includes gear switching information, throttle opening, and the slope of the slope on which the vehicle is located, and the preset release condition includes: The gear switching information indicates that the gear of the vehicle is switched from the first gear to the second gear; and The slope and the throttle opening meet preset conditions.

[0009] Optionally, the preset conditions include: The slope is less than or equal to a preset slope threshold, and the throttle opening is greater than or equal to a second preset throttle opening threshold; or, The slope is greater than the preset slope threshold, and the driving force corresponding to the throttle opening is greater than or equal to the gravity component of the vehicle, where the gravity component is the component of the vehicle moving downward along the slope.

[0010] Optionally, the method further includes: When the parking brake of the vehicle is released, the vehicle is controlled to travel according to the vehicle state information.

[0011] Optionally, the method further includes: In response to the vehicle state information not satisfying the preset release condition, the vehicle is controlled to execute a switch command corresponding to the electronic parking switch.

[0012] Optionally, the method further includes: If it is determined that the duration of the electronic parking switch being in the pulled-up state is greater than or equal to a second preset time threshold, it is determined that the electronic parking switch has a stuck fault, and the second preset time threshold is greater than the first preset time threshold.

[0013] Optionally, the method further includes: When it is determined that the electronic parking switch has a stuck fault, fault prompt information is output, where the fault prompt information is used to indicate that the electronic parking switch of the vehicle has a stuck fault.

[0014] Optionally, the method further includes: When it is determined that the electronic parking switch has a stuck fault, responding to a switch instruction of the electronic parking switch is stopped.

[0015] In a second aspect, the present disclosure provides an electronic device comprising: a memory storing a computer program; and a processor for executing the computer program in the memory to implement the steps of the vehicle control method provided in the first aspect of the present disclosure.

[0016] In a third aspect, the present disclosure provides a vehicle, comprising the electronic device provided in the second aspect.

[0017] In a fourth aspect, the present disclosure provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle control method provided in the first aspect of the present disclosure.

[0018] In a fifth aspect, the present disclosure provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of the vehicle control method provided in the first aspect of the present disclosure.

[0019] Through the above technical solution, first, when the electronic parking switch of the vehicle is in the pulled-up state, the vehicle status information of the vehicle is obtained. Secondly, in response to the vehicle status information meeting the preset release condition, the vehicle is controlled to release the parking brake. The present disclosure fully takes into account the problem that it takes a long time to determine the jam fault in traditional technology. In this process, the parking brake may be locked due to the priority response to the switch pull-up instruction, resulting in the vehicle being unable to drive. By monitoring the vehicle status information, the parking brake is actively released when the preset release condition is met. In this way, the driver's driving needs can be accurately judged through the preset release condition. When the electronic parking switch is in the pulled-up state (the jam fault has not been identified yet) but the driver clearly wants to drive, the parking brake is released in time, thereby improving driving convenience and reducing vehicle function failures caused by single component failures.

[0020] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings: Figure 1 The figure is a flowchart of a vehicle control method according to an exemplary embodiment.

[0022] Figure 2 The figure is a flowchart of a vehicle control method according to an exemplary embodiment.

[0023] Figure 3 The figure is a flowchart showing another method for controlling a vehicle according to an exemplary embodiment.

[0024] Figure 4 The figure is a flowchart showing another method for controlling a vehicle according to an exemplary embodiment.

[0025] Figure 5 The figure is a flowchart of a vehicle control method according to an exemplary embodiment.

[0026] Figure 6 The figure is a flowchart of a vehicle control method according to an exemplary embodiment.

[0027] Figure 7 The figure is a flowchart of a vehicle control method according to an exemplary embodiment.

[0028] Figure 8 is a flowchart of a control method of a vehicle according to an example embodiment.

[0029] Figure 9 is a block diagram of a control device of a vehicle according to an example embodiment.

[0030] Figure 10 is a block diagram of another control device of a vehicle according to an example embodiment.

[0031] Figure 11 is a block diagram of another control device of a vehicle according to an example embodiment.

[0032] Figure 12 is a block diagram of an electronic device according to an example embodiment.

[0033] Figure 13 is a block diagram of a vehicle according to an example embodiment. DETAILED DESCRIPTION

[0034] A detailed description of the present disclosure will be made below with reference to the accompanying drawings. It should be understood that the detailed description is merely intended to illustrate and explain the present disclosure, and is not intended to limit the present disclosure.

[0035] The terms "first", "second", and the like used in the specification and claims of the present application and the above-described drawings are used to distinguish similar objects, and are not necessarily understood as a specific order or sequence. In addition, in the description with reference to the drawings, the same reference numerals indicate the same elements in different drawings.

[0036] The term "comprising" and variations thereof used herein are open-ended, that is, "including but not limited to". The term "based on" is "based at least in part on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Related definitions of other terms will be given in the description below.

[0037] In the description of this disclosure, unless otherwise specified, "plurality" refers to two or more than two, and other quantifiers are similar; "at least one item", "one or more items" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one item a can represent any number of a; for another example, one or more items among a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or plural; "and / or" is a type of relationship that describes the association of related objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. The character " / " indicates that the related objects are in an "or" relationship.

[0038] Although operations or steps are described in a particular order in the drawings in the embodiments of the present disclosure, this should not be understood as requiring that these operations or steps be performed in the particular order shown or in a serial order, or that all of the operations or steps shown be performed to obtain a desired result. In the embodiments of the present disclosure, these operations or steps may be performed serially; these operations or steps may also be performed in parallel; or some of these operations or steps may be performed.

[0039] Before introducing the vehicle control method, electronic device, vehicle, storage medium, and program product provided by the present disclosure, the application scenarios involved in the various embodiments of the present disclosure are first introduced. Under normal circumstances, the EPB switch has three states: free, pulled, and pressed. The free state refers to the EPB switch being in a naturally reset state without any external force. In this state, the EPB switch has not triggered any parking command, and the electronic parking system maintains its current state (which may be released or parked, depending on previous operation). This is the default static state of the EPB switch, with no additional electrical signal output. The pulled state refers to the state when the user pulls the EPB switch upward (which can also be understood as triggering a parking command). At this point, the EPB switch is triggered by an external force, sending a signal to the electronic parking system to apply the parking brake. Upon receiving this signal, the system controls the brake calipers to lock, completing parking. For self-rebound buttons, the switch automatically returns to the free state upon release. If the EPB switch becomes stuck, it may remain in the pulled state. The pressed state refers to the state when the user presses the EPB switch downward (which can also be understood as triggering a release command). At this time, the EPB switch sends a signal to the system to release the parking brake, and the system controls the brake caliper to unlock and release the parking brake. Similar to the pulled state, the self-rebound button will return to the free state after releasing it.

[0040] In actual applications, the EPB switch can remain in the up or down state due to mechanical failures (e.g., anomalies in the EPB switch's physical structure or mechanical transmission components, such as a foreign object stuck in the switch, preventing it from resetting properly or preventing its operation) or circuit failures (e.g., abnormalities in the EPB switch's electrical signal transmission, such as water ingress causing an internal short circuit, causing the system to mistakenly identify the switch as being in the up or down state (when it is actually in the normal physical state)). Existing control logic typically requires the EPB switch to remain in the up or down state for a certain period of time before it is considered a stuck fault. However, this determination period is often quite long, during which the electronic parking system continues to respond to the pull-up or release command triggered by the EPB switch. If the current command is a pull-up command, the user will be unable to drive the vehicle until the EPB switch is detected as stuck. This not only affects driving convenience but can also pose a safety hazard in emergency situations.

[0041] At high speeds (typically exceeding 60 km / h), stable EPB operation is crucial for driving safety. When the vehicle is in high-speed driving and the user is normally depressing the accelerator pedal to control the vehicle (i.e., intending to accelerate forward), if the EPB switch suddenly enters and remains in an abnormally pulled-up state (i.e., pulled up without the user's subjective intention) due to an internal fault, the vehicle's normal control logic will immediately initiate dynamic braking, such as by using a motor-driven braking mechanism. During this process, the vehicle's powertrain temporarily cuts off its response to accelerator pedal input. Even if the user continues to depress the accelerator pedal, the vehicle will not accelerate, but instead focus on reducing speed. Based on the EPB switch's stuck conditions, if the EPB switch is determined to be stuck, the vehicle will immediately exit dynamic braking and resume accelerator operation. This prevents unintended braking caused by EPB sticking, maximizing vehicle safety at high speeds. For example, the stuck conditions may include determining that the EPB switch is stuck if the EPB switch remains in the pulled-up state for a predetermined period of time. For example, if it is detected that the accelerator pedal opening exceeds a preset threshold for a preset number of times (e.g., 3 times) within a certain period of time (e.g., 2 seconds), it can be determined that the EPB switch is stuck.

[0042] However, if the EPB switch is abnormally activated while the vehicle is traveling at high speed (but before the conditions for a sticking condition are met), the vehicle will perform dynamic braking, which is abrupt and requires strong braking force. For example, if a vehicle is traveling at 100 km / h in the fast lane of a highway, sudden dynamic braking could cause the vehicle's speed to drop to 70-80 km / h within 1-2 seconds. The user, intending to overtake, may be continuing to apply accelerator pedal pressure. This sudden deceleration disrupts the normal distance between the vehicles ahead and behind. The sudden deceleration of the leading vehicle leaves the following vehicle with little time to react, potentially leading to a rear-end collision. Especially on busy highways, such rear-end collisions can trigger a chain reaction, resulting in multiple vehicle collisions and serious consequences, posing a significant threat to the safety of both the occupants and the vehicle itself.

[0043] To address the aforementioned technical issues, the present invention provides a vehicle control method, electronic device, vehicle, storage medium, and program product. These methods fully address the issue that conventional technologies require a long time to determine a stuck fault, during which the parking brake may be locked due to prioritization of the switch-up command, rendering the vehicle unable to drive. By monitoring vehicle status information, the parking brake is proactively released when preset release conditions are met. This allows the driver's driving needs to be accurately determined based on the preset release conditions. If the electronic parking switch is in the up state (a stuck fault has not yet been detected) but the driver clearly desires to drive, the parking brake is promptly released, improving driving convenience and reducing vehicle functional failures caused by single component failures.

[0044] Considering that a stuck electronic parking switch causes the system to continuously receive signals to apply the parking brake, this can result in forced braking when parking is not necessary (e.g., while the driver is driving normally). However, the driver's driving intent (determined by whether vehicle status information meets preset release conditions) is a clear signal that the driver wants the vehicle to move. Releasing the parking switch based on driving intent can offset the erroneous command from the stuck signal, allowing the vehicle to resume normal driving and avoiding dangers such as rear-end collisions and loss of control caused by forced braking. This balances fault signals with actual driving needs. When a stuck parking command conflicts with the driver's driving intent, the driver's intent takes precedence, preventing safety incidents or malfunctions caused by the fault.

[0045] The specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0046] Figure 1 is a flow chart showing a method for controlling a vehicle according to an exemplary embodiment. Figure 1 As shown, the method may include the following steps: In step S101 , when an electronic parking switch of a vehicle is in a pulled-up state, vehicle state information of the vehicle is acquired.

[0047] The electronic parking switch may be an EPB switch. Vehicle status information may include, for example, gear shift information, throttle position, and the gradient of the slope on which the vehicle is located. The gradient of the slope on which the vehicle is located can be detected by a gradient sensor. A smaller gradient value indicates a gentler slope; correspondingly, a larger gradient value indicates a steeper slope.

[0048] In some embodiments, the vehicle's electronic parking switch being in the pulled state may further include the duration of the electronic parking switch being in the pulled state being greater than or equal to a first preset time threshold. The first preset time threshold is less than the time threshold used to determine if the electronic parking switch is in a stuck state. In other words, when the electronic parking switch is continuously in the pulled state, it may indicate a stuck state. However, because the stuck state determination criteria have not been met, the vehicle will continue to respond to the electronic parking switch's on / off command according to the original settings, meaning that the vehicle will remain in the parking brake state, rendering it unable to drive. However, in some scenarios, driving needs may require the user to continuously pull the electronic parking switch (i.e., a stuck state has not actually occurred). Alternatively, the electronic parking switch may have a stuck state, but before a stuck state is determined, the user has a strong desire to drive the vehicle. To meet the user's driving needs in these scenarios, vehicle status information may be further obtained when the electronic parking switch is in the pulled state (including when the duration of the electronic parking switch being in the pulled state is greater than or equal to the first preset time threshold) to determine whether the user's current driving need is strong.

[0049] In step S102 , in response to the vehicle state information satisfying a preset release condition, the vehicle is controlled to release the parking brake.

[0050] In some embodiments, when the vehicle state information includes gear switching information, throttle opening, and the slope of the slope on which the vehicle is located, the preset release condition includes: the gear switching information indicating that the vehicle's gear has been switched from a first gear to a second gear; and the slope and throttle opening satisfying the preset conditions. Of course, any of the above conditions can be used as the preset release condition based on actual needs. That is, if any of the conditions is met, the preset release condition can be considered satisfied.

[0051] The first gear position may include P (park) or N (neutral), and the second gear position may include D (drive) or R (reverse). It is understood that when the vehicle shifts from P or N to D or R, it may indicate that the user's driving desire is high. Furthermore, if the current gear position is D or R, since the user has not actively triggered the gear shift, it can be determined that the current driving intention is low. Therefore, in this case, the preset release condition is deemed not to be met.

[0052] Furthermore, the preset conditions may include: the slope is less than or equal to a preset slope threshold, and the throttle opening is greater than or equal to a second preset throttle opening threshold; or, the slope is greater than the preset slope threshold, and the driving force corresponding to the throttle opening is greater than or equal to the vehicle's gravity component, which is the force exerted on the vehicle downward along the slope. The preset slope threshold can be set based on factors such as vehicle model (power reserves vary significantly between different models), road adhesion coefficient (the risk of rolling away at the same slope varies significantly on different road surfaces (dry asphalt, icy, or snowy)), and user driving habits. For example, the preset slope threshold may be 3%.

[0053] When the slope is less than a preset slope threshold, it indicates that the vehicle is currently on a relatively gentle slope, with a high probability of not rolling away. Therefore, the user's driving intention can be directly determined based on the current throttle opening. When the throttle opening is greater than or equal to a second preset throttle opening threshold, it indicates that the user's driving intention is high. Combined with the gear shift information, it can be determined that the vehicle's driving intention is higher than the parking intention. Therefore, to meet the user's core operational needs, the parking brake should be released promptly to restore the vehicle to normal driving state and avoid risks such as rear-end collisions and loss of control caused by forced braking. When the slope is greater than the preset slope threshold, it indicates that the vehicle is currently on a relatively steep slope, with a high probability of rolling away. Therefore, to prevent unsafe traffic accidents caused by rolling away, it is necessary to determine whether the vehicle's driving force can support the vehicle's movement without rolling away. Specifically, it can be determined whether the driving force corresponding to the throttle opening is greater than or equal to the vehicle's gravity component, where the gravity component is the force acting on the vehicle downward along the slope. If the driving force corresponding to the throttle opening is greater than or equal to the vehicle's gravitational component, the vehicle has sufficient power to overcome the downward slope. Even if the parking brake is released, the vehicle can start or drive stably without rolling. In this case, based on this judgment, the parking brake can be safely released after confirming the driver's clear intention to drive, ensuring a smooth vehicle start. Conversely, if the driving force corresponding to the throttle opening is less than the vehicle's gravitational component, the current power is insufficient to counteract the downward slope. Removing the parking brake abruptly could result in the vehicle rolling due to insufficient power. Therefore, the parking brake should be maintained, and the driver can be prompted, for example through instrument panel prompts, to increase the throttle opening until the required driving force is achieved before releasing the brake. This ensures both safe starting and driving convenience.

[0054] In other embodiments, considering that the slope sensor may fail in some scenarios, the current slope cannot be identified due to the failure of the slope sensor. Alternatively, the vehicle may not be equipped with a slope sensor. Therefore, in this scenario, the vehicle status information includes gear switching information and throttle opening. Accordingly, the preset release condition may include: the gear switching information indicates that the vehicle's gear has switched from the first gear to the second gear; and the vehicle's throttle opening is greater than or equal to a first preset throttle opening threshold. Of course, any of the above conditions can also be used as a preset release condition based on actual needs. That is, if any one of the conditions is met, the preset release condition can be considered to be met.

[0055] The first preset throttle opening threshold can be greater than the second preset throttle opening threshold. Since the slope sensor fails in this scenario, to ensure safe driving, the first preset throttle opening threshold can be set higher in this scenario, leaving a certain margin to ensure safe vehicle start. For example, the first preset throttle opening threshold can be 10%, and the second preset throttle opening threshold can be 5%.

[0056] In general, if Figure 2 As shown, in one possible implementation, the first preset throttle opening threshold is 10%. The second preset throttle opening threshold is 5%, and the preset slope threshold is 3%. The preset conditions can be determined by referring to the following steps. First, it can be determined whether the slope has failed, that is, whether the slope sensor has failed. On the one hand, if the slope has failed, it is further determined whether the current throttle opening is greater than or equal to 10%. If it is, it indicates that the current driving intention is relatively strong and the vehicle is in a relatively safe starting environment. Otherwise, it indicates that the current driving intention is not strong, the parking intention is stronger than the driving intention, and the parking brake should be maintained. On the other hand, if the slope has not failed, it is further determined whether the current slope is steep. Specifically, if the slope is less than or equal to 3%, it indicates that the current slope is relatively gentle. It is further determined whether the current throttle opening is greater than or equal to 5%. If the throttle opening is greater than or equal to 5%, it can be determined that the current driving intention is relatively strong and the vehicle is unlikely to roll. Otherwise, it indicates that the current driving intention is not strong, the parking intention is stronger than the driving intention, and the parking brake should be maintained. If the slope is greater than 3%, the vehicle is currently on a steep slope, potentially causing the vehicle to roll. Therefore, further analysis is needed to determine whether the driving force corresponding to the current throttle opening is greater than or equal to the downward component of the vehicle's weight along the slope. If the driving force corresponding to the throttle opening is greater than or equal to the downward component of the vehicle's weight along the slope, then rolling is unlikely and the driving intention is strong. Otherwise, rolling is likely, and the parking brake should be engaged to avoid unsafe traffic accidents.

[0057] Furthermore, in response to the vehicle status information not meeting the preset release condition, the vehicle is controlled to execute the switch command corresponding to the electronic parking switch. In other words, if the vehicle status information does not meet the preset release condition, it may indicate that the vehicle's current parking intention is higher than the driving intention. Therefore, to ensure driving safety, the priority of the electronic parking switch should be maintained, and the switch command of the electronic parking switch should be responded to in real time (for example, when the switch is pressed, the release command is issued, and when the switch is pulled, the parking command is issued). This can avoid accidents caused by misoperation and prevent the vehicle from suddenly rolling down due to insufficient power, thus technically eliminating the safety risks caused by human misoperation.

[0058] At the same time, the instrument can also prompt the user to clearly state the reason for not executing, for example, please increase the throttle, the slope is too large, etc., to avoid repeated operations or confusion caused by no feedback from the system, and improve the reliability of human-vehicle interaction.

[0059] This approach takes into account the time it takes to determine a stuck fault in traditional technologies. During this time, the parking brake may be locked due to prioritization of the switch-up command, rendering the vehicle unable to move. By monitoring vehicle status information, the parking brake is proactively released when preset release conditions are met. This allows the driver's driving needs to be accurately determined based on the preset release conditions. If the electronic parking switch is in the up position (but a stuck fault has not yet been detected) but the driver clearly desires to move, the parking brake is released promptly, improving driving convenience and reducing vehicle functional failures caused by single component failures.

[0060] Figure 3 is a flow chart showing another method for controlling a vehicle according to an exemplary embodiment. Figure 3 As shown, the method may further include: In step S103 , when the parking brake of the vehicle is released, the vehicle is controlled to travel according to the vehicle state information.

[0061] Specifically, the vehicle can be driven based on the gear shift information and throttle opening in the vehicle status information to meet the user's current driving needs. After the parking brake is released, in order to achieve seamless coordination of power output and improve vehicle driving stability, the vehicle can be controlled based on the current vehicle status. For example, if it is detected that the user has engaged the D gear and slowly stepped on the accelerator, indicating that the user intends to start smoothly, the power control will be slowly increased when the brake is released. If it is detected that the user has engaged the D gear and deeply stepped on the accelerator, indicating that the user intends to start quickly, the power response will be quickly increased after the brake is released to match the user's driving style.

[0062] Figure 4 is a flow chart showing another method for controlling a vehicle according to an exemplary embodiment. Figure 4 As shown, the method may further include: In step S104 , when it is determined that the duration of the electronic parking switch being in the pulled-up state is greater than or equal to a second preset time threshold, it is determined that a stuck fault exists in the electronic parking switch.

[0063] The second preset time threshold is greater than the first preset time threshold.

[0064] Understandably, the normal operating logic of the electronic parking switch is to briefly pull it up to trigger braking, such as when the user temporarily parks the vehicle. If the switch remains pulled up for a reasonable period of time (i.e., the second preset time threshold, such as 2 minutes), it often indicates that the electronic parking switch is stuck.

[0065] It is difficult to distinguish normal operation from stuck faults simply by whether the switch is in the pulled-up state. Introducing the judgment condition of duration ≥ second preset time threshold can filter out reasonable operation scenarios and trigger fault judgment only for abnormal states, thereby reducing misjudgments and lowering maintenance costs.

[0066] In addition, when it is determined that the electronic parking switch has a stuck fault, fault prompt information may be output, wherein the fault prompt information is used to indicate that the electronic parking switch of the vehicle has a stuck fault.

[0067] In this way, the user can be promptly notified of the electronic parking switch jam fault, so that the user can quickly know the problem and facilitate timely maintenance, avoiding braking abnormalities caused by jamming, ensuring driving safety and improving fault handling efficiency.

[0068] Furthermore, when it is determined that the electronic parking switch has a stuck fault, the response to the switch command of the electronic parking switch is stopped.

[0069] In other words, if the electronic parking switch is determined to be stuck, stopping its on / off command can prevent erroneous braking caused by erroneous commands during the fault state. If erroneous signals are continuously received during a stuck state, it may cause the brakes to be falsely triggered or unable to release. Stopping the response can prevent such risks, ensuring driving safety, while also buying time for repairs and reducing the possibility of further failure.

[0070] Figure 5 is a flow chart showing a method for controlling a vehicle according to an exemplary embodiment. Figure 5 As shown, first, determine whether the EPB switch is in the pulled-up state. If not, continue to maintain the EPB state (including free state or pressed state). If so, further determine whether the vehicle status information meets the preset release conditions. Specifically, refer to the above Figure 1The provided embodiments will not be further elaborated here. If the vehicle status information is determined to meet the preset release conditions, the EPB switch can be identified as being in a pre-stuck state, indicating a high probability of a stuck EPB switch failure. Simultaneously, the preset release conditions determine that the current user's driving intention is greater than their parking intention. Therefore, to meet the user's current driving needs, the EPB is controlled to perform a release operation (i.e., release the parking brake). If the vehicle status information is determined not to meet the preset release conditions, it can be determined that the current user's parking intention is greater than their driving intention, and the EPB should be controlled to perform a clamping operation (i.e., continue to hold the parking brake). Furthermore, to further determine whether the EPB switch has experienced a stuck fault, it is necessary to determine whether the duration of the EPB switch being in the pulled-up state exceeds a second preset time threshold. If so, this indicates a stuck EPB switch failure, and the EPB switch is switched to a stuck state, reporting a fault, and no longer responding to EPB switch on / off commands. If the duration of the EPB switch being in the pulled-up state does not exceed the second preset time threshold, it is determined that the EPB switch has not experienced a stuck fault. The pre-stuck state can then be exited, and the corresponding EPB operation can be performed based on the EPB switch status.

[0071] That is, in this embodiment, after the EPB switch is set to the pre-stuck state, the EPB release operation (i.e., releasing the parking brake) is permitted, and the EPB switch pull-up command is not responded to until the EPB switch changes state, such as to the free state or pressed state. At this point, the pre-stuck state is cleared and the vehicle responds to normal switch state. Alternatively, if the stuck determination time is reached, the EPB switch is reported as stuck and no further EPB switch commands are responded to. This effectively handles situations where the EPB switch remains pulled while the driver demands to drive. The EPB switch is set to the pre-stuck state only under specific conditions, responding to the user's driving intention in the event of an accidental pull-up of the EPB switch. In other cases, the pre-stuck state is not recognized, and the EPB pull-up command is still executed.

[0072] Figure 6 is a flow chart showing a method for controlling a vehicle according to an exemplary embodiment. Figure 6 As shown, the method may include the following steps: In step S201 , the EPB switch is in the pulled-up state.

[0073] In step S202 , the vehicle status information satisfies a preset release condition.

[0074] In step S203 , the EPB switch state is identified as a pre-stuck state, the parking brake is released, and the vehicle is allowed to travel.

[0075] In other words, if the EPB switch remains in the engaged state and the vehicle status information satisfies the preset release conditions, that is, the driving intention is greater than the parking intention, then the EPB switch is recognized as being in the pre-engaged state, allowing the EPB to respond to the release operation, release the parking brake, and drive the vehicle according to the vehicle status information.

[0076] Figure 7 is a flow chart showing a method for controlling a vehicle according to an exemplary embodiment. Figure 7 As shown, the method may include the following steps: In step S301 , the EPB switch is in the pulled-up state.

[0077] In step S302 , the vehicle status information does not meet the preset release condition.

[0078] In step S303 , the EPB maintains the parking brake and prohibits the vehicle from traveling.

[0079] In other words, if the EPB switch remains in the engaged state and the vehicle status information is determined to not meet the preset release conditions, that is, the parking intention is higher than the driving intention, the EPB switch engagement command should continue to be responded to, the parking brake should be maintained, and the vehicle should be prohibited from moving.

[0080] Figure 8 is a flow chart showing a method for controlling a vehicle according to an exemplary embodiment. Figure 8 As shown, the method may include the following steps: In step S401 , the EPB switch is not in the pulled-up state.

[0081] In step S402, the vehicle status information satisfies a preset release condition.

[0082] In step S403, the EPB switch is in the pulled-up state.

[0083] In step S404 , the EPB maintains the parking brake and prohibits the vehicle from traveling.

[0084] In this case, although the vehicle status information meets the preset release conditions, the EPB switch is not in the pulled state until after the vehicle status information meets the preset release conditions. This indicates that the user's parking intention is significantly higher than the driving intention at this time. Therefore, the EPB switch pull command should continue to be responded to, the parking brake should be maintained, and the vehicle should not be driven.

[0085] By the above method, it is fully considered that the traditional technology needs a long time for judging the stuck fault, and in this process, the parking brake may be locked due to the pull-up command of the priority response switch, resulting in the problem that the vehicle cannot travel. By monitoring the vehicle state information, the parking brake is actively released when the preset release condition is met. In this way, the driving demand of the driver can be accurately judged by the preset release condition, and when the electronic parking switch is in the pull-up state (the stuck fault has not been identified) but the driver definitely wants to drive, the parking brake is released in time, improving the driving convenience and reducing the vehicle function failure caused by a single component fault.

[0086] Figure 9 is a block diagram of a control device of a vehicle according to an exemplary embodiment, as shown in Figure 9 The device 500 includes: An acquisition module 501, configured to acquire vehicle state information of the vehicle when an electronic parking switch of the vehicle is in a pull-up state. A control module 502, configured to control the vehicle to release the parking brake in response to the vehicle state information meeting a preset release condition.

[0087] Optionally, the electronic parking switch of the vehicle being in the pull-up state includes that a duration of the electronic parking switch of the vehicle being in the pull-up state is greater than or equal to a first preset time threshold.

[0088] Optionally, the vehicle state information includes gear shift information and an accelerator opening degree, and the preset release condition includes: the gear shift information indicates that a gear of the vehicle is shifted from a first gear to a second gear; and the accelerator opening degree of the vehicle is greater than or equal to a first preset accelerator opening degree threshold.

[0089] Optionally, the vehicle state information includes gear shift information, an accelerator opening degree, and a slope of a slope surface on which the vehicle is located, and the preset release condition includes: the gear shift information indicates that a gear of the vehicle is shifted from a first gear to a second gear; and the slope and the accelerator opening degree meet a preset condition.

[0090] Optionally, the preset condition includes: the slope is less than or equal to a preset slope threshold, and the accelerator opening degree is greater than or equal to a second preset accelerator opening degree threshold; or the slope is greater than the preset slope threshold, and a driving force corresponding to the accelerator opening degree is greater than or equal to a gravitational component force of the vehicle, the gravitational component force being a component force of the vehicle downward along the slope surface.

[0091] Optionally, the control module 502 is further configured to control the vehicle to travel according to the vehicle status information when the parking brake of the vehicle is released.

[0092] Optionally, the control module 502 is further configured to control the vehicle to execute a switch instruction corresponding to the electronic parking switch in response to the vehicle status information not satisfying the preset release condition.

[0093] Alternatively, as Figure 10 As shown, the device 500 further includes: The determination module 503 is configured to determine that the electronic parking switch has a stuck fault if it is determined that the duration of the electronic parking switch being in the pulled-up state is greater than or equal to a second preset time threshold, and the second preset time threshold is greater than the first preset time threshold.

[0094] Alternatively, as Figure 11 As shown, the device 500 further includes: The output module 504 is configured to output fault prompt information when it is determined that the electronic parking switch has a stuck fault. The fault prompt information is used to indicate that the electronic parking switch of the vehicle has a stuck fault.

[0095] Optionally, the control module 502 is further configured to stop responding to a switch instruction of the electronic parking switch when it is determined that the electronic parking switch has a stuck fault.

[0096] The above device takes into account the time it takes to determine a stuck fault in traditional technologies. During this time, the parking brake may be locked due to prioritization of the switch-up command, rendering the vehicle unable to move. By monitoring vehicle status information, the parking brake is proactively released when preset release conditions are met. This allows the driver's driving needs to be accurately determined based on the preset release conditions. If the electronic parking switch is in the up state (but a stuck fault has not yet been detected) but the driver clearly wants to move, the parking brake is released promptly, improving driving convenience and reducing vehicle functional failures caused by single component failures.

[0097] Regarding the apparatus in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0098] Figure 12 FIG. 6 is a block diagram of an electronic device 600 according to an exemplary embodiment. Figure 12 As shown, the electronic device 600 may include: a processor 601 , a memory 602 , and may further include one or more of a multimedia component 603 , an input / output (I / O) interface 604 , and a communication component 605 .

[0099] The processor 601 is used to control the overall operation of the electronic device 600 to complete all or part of the steps in the vehicle control method described above. The memory 602 is used to store various types of data to support the operation of the electronic device 600. This data may include, for example, instructions for any application or method operating on the electronic device 600, as well as application-related data such as contact information, sent and received messages, images, audio, and video. The memory 602 can be implemented by any type of volatile or non-volatile storage device, or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 603 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may be further stored in the memory 602 or sent through the communication component 605. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 604 provides an interface between the processor 601 and other interface modules. The above-mentioned other interface modules may be a keyboard, a mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 605 is used for wired or wireless communication between the electronic device 600 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G or 4G, or a combination of one or more of them, so the corresponding communication component 605 may include: a Wi-Fi module, a Bluetooth module, an NFC module.

[0100] In an exemplary embodiment, the electronic device 600 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to execute the above-mentioned vehicle control method.

[0101] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided. When executed by a processor, the program instructions implement the steps of the vehicle control method described above. For example, the computer-readable storage medium may be the aforementioned memory 602 including the program instructions. The program instructions may be executed by the processor 601 of the electronic device 600 to implement the vehicle control method described above.

[0102] Figure 13 is a block diagram of a vehicle according to an exemplary embodiment, as shown in FIG. Figure 13 As shown, the vehicle 700 includes Figure 12 An electronic device 600 is provided.

[0103] In another exemplary embodiment, a computer program product is further provided. The computer program product includes a computer program that can be executed by a processor. When the computer program is executed by the processor, the steps of the above-mentioned vehicle control method are implemented.

[0104] In another exemplary embodiment, a computer program product is further provided. The computer program product includes a computer program that can be executed by a processor. When the computer program is executed by the processor, the steps of the above-mentioned vehicle control method are implemented.

[0105] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.

[0106] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0107] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle control method, characterized in that: The method comprises: When an electronic parking switch of the vehicle is in a pulled-up state, obtaining vehicle status information of the vehicle; In response to the vehicle state information satisfying a preset release condition, the vehicle is controlled to release the parking brake.

2. The method according to claim 1, characterized in that The electronic parking switch of the vehicle is in the pulled-up state including: The duration that the electronic parking switch of the vehicle is in the pulled-up state is greater than or equal to a first preset time threshold.

3. The method according to claim 1, characterized in that The vehicle status information includes gear switching information and throttle opening, and the preset release conditions include: The gear switching information indicates that the gear of the vehicle is switched from the first gear to the second gear; and The throttle opening of the vehicle is greater than or equal to a first preset throttle opening threshold.

4. The method according to claim 1, wherein The vehicle status information includes gear switching information, throttle opening, and the slope of the slope on which the vehicle is located. The preset release conditions include: The gear switching information indicates that the gear of the vehicle is switched from the first gear to the second gear; and The slope and the throttle opening meet preset conditions.

5. The method according to claim 4, characterized in that The preset conditions include: The slope is less than or equal to a preset slope threshold, and the throttle opening is greater than or equal to a second preset throttle opening threshold; or, The slope is greater than the preset slope threshold, and the driving force corresponding to the throttle opening is greater than or equal to the gravity component of the vehicle, where the gravity component is the component of the vehicle moving downward along the slope.

6. The method according to any one of claims 1 to 5, characterized in that The method further comprises: When the parking brake of the vehicle is released, the vehicle is controlled to travel according to the vehicle state information.

7. The method according to any one of claims 1 to 5, characterized in that The method further comprises: In response to the vehicle state information not satisfying the preset release condition, the vehicle is controlled to execute a switch command corresponding to the electronic parking switch.

8. The method according to claim 2, characterized in that The method further comprises: If it is determined that the duration of the electronic parking switch being in the pulled-up state is greater than or equal to a second preset time threshold, it is determined that the electronic parking switch has a stuck fault, and the second preset time threshold is greater than the first preset time threshold.

9. The method according to claim 8, characterized in that The method further comprises: When it is determined that the electronic parking switch has a stuck fault, fault prompt information is output, where the fault prompt information is used to indicate that the electronic parking switch of the vehicle has a stuck fault.

10. The method according to claim 8, characterized in that The method further comprises: When it is determined that the electronic parking switch has a stuck fault, responding to a switch instruction of the electronic parking switch is stopped.

11. An electronic device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 1 to 10.

12. A vehicle, characterized in that: The vehicle includes the electronic device according to claim 11.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 10 are implemented.

14. A computer program product, characterized in that The invention comprises a computer program which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 10.

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