Automatic static keeping and anti-sliding control method and device for drive-by-wire vehicle

Abstract

The invention provides an automatic static keeping and anti-sliding control method and device for a drive-by-wire vehicle, relates to the technical field of vehicle control, is executed by a vehicle control unit, and comprises the following steps: obtaining vehicle state information; the vehicle state information at least comprises a current gear state, an electronic parking brake (EPB) state, a vehicle actual speed and a driving signal; based on the vehicle state information and a preset entering condition, whether the requirement for entering a static keeping mode is met or not is judged; if the requirement for entering the static keeping mode is met, a control instruction is sent to a brake-by-wire system through an external brake request interface of the vehicle control unit so as to control the brake-by-wire system to establish brake pressure, and the vehicle is kept static; in the state of maintaining the brake pressure, if a preset exit condition is satisfied, the control brake system is controlled to release the brake pressure. In the mode, by automatically judging and keeping the vehicle static, activation can be achieved without operation of a driver, and ramp sliding during automatic driving or negligence is effectively prevented.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to an automatic stationary keeping and anti-slip control method and device for a drive-by-wire vehicle. BACKGROUND

[0002] The vehicle of the related art is usually equipped with an automatic parking function, but the function needs to be activated by the driver stepping on the brake pedal to a deep position to make the vehicle stationary. When the vehicle is in an automatic driving state, or the driver does not operate in time after the vehicle exits the automatic driving state, the function cannot be triggered. At this time, if the vehicle is on a slope and the electronic parking brake is not pulled up, the vehicle is prone to forward or backward slipping, which poses a safety hazard. SUMMARY

[0003] Therefore, the present application aims to provide an automatic stationary keeping and anti-slip control method and device for a drive-by-wire vehicle, which automatically determines and keeps the vehicle stationary without the need for driver operation to activate the function, thereby effectively preventing the vehicle from slipping on a slope when the vehicle is in an automatic driving state or the driver is inattentive.

[0004] In a first aspect, an automatic stationary keeping and anti-slip control method for a drive-by-wire vehicle is provided, which is executed by a vehicle controller. The method comprises: obtaining vehicle state information; the vehicle state information at least includes a current gear state, an electronic parking brake (EPB) state, a vehicle actual speed, and a driving signal; determining whether the requirement for entering a stationary keeping mode is met based on the vehicle state information and a preset entering condition; if the requirement for entering the stationary keeping mode is met, sending a control instruction to a drive-by-wire braking system through an external braking request interface of the vehicle controller to control the drive-by-wire braking system to establish a brake pressure, so that the vehicle is kept stationary; and if a preset exit condition is met, releasing the brake pressure by controlling the drive-by-wire braking system in a state of maintaining the brake pressure.

[0005] In a preferred embodiment of the present application, the determination of whether the requirement for entering the stationary keeping mode is met based on the vehicle state information and the preset entering condition comprises: when the vehicle is in a forward gear D and the EPB is not pulled up, if the vehicle actual speed is less than a first speed threshold and there is no valid driving signal, or the vehicle actual speed is less than or equal to a second speed threshold, it is determined that the entering condition is met; or, when the vehicle is in a reverse gear R and the EPB is not pulled up, if the vehicle actual speed is greater than a third speed threshold and there is no valid driving signal, or the vehicle actual speed is greater than or equal to a fourth speed threshold, it is determined that the entering condition is met; or, when the vehicle is in a neutral gear N and the EPB is not pulled up, it is determined that the entering condition is met.

[0006] In a preferred embodiment of the present invention, the above-mentioned control-by-wire braking system establishes braking pressure by: the control-by-wire braking system increasing the braking pressure at a preset speed; monitoring the actual vehicle speed and actual braking pressure in real time; and stopping the increase of braking pressure and maintaining the current braking pressure when the absolute value of the actual vehicle speed is less than a fifth speed threshold and the actual braking pressure reaches or exceeds the target braking pressure.

[0007] In a preferred embodiment of the present invention, before determining whether the requirements for entering the stationary holding mode are met based on vehicle status information and preset entry conditions, the method further includes: obtaining road slope information where the vehicle is currently located; and during the process of establishing braking pressure in the control line braking system, the target braking pressure is determined at least based on the road slope information and dynamic calculation of vehicle mass.

[0008] In a preferred embodiment of the present invention, the aforementioned preset exit conditions include: when the vehicle is in drive gear D and the actual speed of the vehicle is greater than the sixth speed threshold, and there is a valid drive signal that continuously exceeds the first duration threshold; or, when the vehicle is in reverse gear R and the actual speed of the vehicle is less than the seventh speed threshold, and there is a valid drive signal that continuously exceeds the first duration threshold; or, when EPB is detected to be engaged.

[0009] In a preferred embodiment of the present invention, the method further includes: during the process of establishing braking pressure in the control line braking system, monitoring the braking pressure establishment status in real time; if the actual braking pressure does not reach the expected pressure value or the pressure establishment fails within a preset fault judgment time, generating a braking system fault signal and immediately controlling the EPB to pull up.

[0010] In a preferred embodiment of the present invention, the method further includes: receiving a vehicle control mode instruction from an autonomous driving system; if a request to remain stationary instruction is received, then the judgment and execution process for entering the stationary holding mode is executed first; if a request to start instruction is received from the autonomous driving system in the stationary holding mode, then the exit condition is triggered.

[0011] Secondly, embodiments of the present invention also provide an automatic stationary holding and anti-rollover control device for a drive-by-wire vehicle, executed by a vehicle controller. The device includes: a vehicle status information acquisition module for acquiring vehicle status information; the vehicle status information includes at least the current gear status, the electronic parking brake (EPB) status, the actual vehicle speed, and a drive signal; a mode judgment module for determining whether the requirements for entering the stationary holding mode are met based on the vehicle status information and preset entry conditions; a control command sending module for sending a control command to the drive-by-wire braking system through the external brake request interface of the vehicle controller if the requirements for entering the stationary holding mode are met, so as to control the drive-by-wire braking system to establish braking pressure and keep the vehicle stationary; and a brake pressure release module for controlling the drive-by-wire braking system to release the brake pressure if preset exit conditions are met while maintaining the braking pressure.

[0012] Thirdly, embodiments of the present invention also provide an electronic device, including a processor and a memory, wherein the memory stores computer-executable instructions that can be executed by the processor, and the processor executes the computer-executable instructions to implement the above-described method for automatic stationary holding and anti-rollover control of a drive-by-wire vehicle.

[0013] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing computer-executable instructions. When the computer-executable instructions are invoked and executed by a processor, the computer-executable instructions cause the processor to implement the above-described method for automatic stationary holding and anti-rollover control of a drive-by-wire vehicle.

[0014] The embodiments of the present invention bring the following beneficial effects: This invention provides an automatic stationary holding and anti-rollover control method and device for drive-by-wire vehicles. By acquiring vehicle status information, including at least the current gear position, electronic parking brake (EPB) status, actual vehicle speed, and drive signals, and based on the vehicle status information and preset entry conditions, it determines whether the requirements for entering the stationary holding mode are met. If the requirements are met, a control command is sent to the drive-by-wire braking system through the external brake request interface of the vehicle controller to establish braking pressure and keep the vehicle stationary. While maintaining braking pressure, if preset exit conditions are met, the drive-by-wire braking system releases the braking pressure. This method automatically determines and keeps the vehicle stationary without driver intervention, effectively preventing rollover on slopes during autonomous driving or due to driver negligence.

[0015] Other features and advantages of this disclosure will be set forth in the following description, or some features and advantages may be inferred from the description or determined without doubt, or may be learned by practicing the techniques described above.

[0016] To make the above-mentioned objects, features and advantages of this disclosure more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 A flowchart of an automatic stationary holding and anti-rollover control method for a drive-by-wire vehicle provided in an embodiment of the present invention; Figure 2 A flowchart of another automatic stationary holding and anti-rollover control method for drive-by-wire vehicles provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of an automatic stationary holding and anti-rollover control device for a drive-by-wire vehicle, provided by an embodiment of the present invention. Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] Vehicles equipped with this technology often feature an automatic parking function, but this function requires the driver to press the brake pedal firmly until the vehicle comes to a complete stop. This function cannot be activated while the vehicle is in autonomous driving mode, or if the driver does not intervene after the vehicle has disengaged from autonomous driving. In such cases, if the vehicle is on a slope and the electronic parking brake is not engaged, it is prone to rolling forward or backward, posing a safety hazard.

[0021] Based on this, the present invention provides an automatic stationary holding and anti-rollover control method and device for drive-by-wire vehicles. This method acquires vehicle status information, including at least the current gear position, electronic parking brake (EPB) status, actual vehicle speed, and drive signals. Based on this vehicle status information and preset entry conditions, it determines whether the requirements for entering the stationary holding mode are met. If the requirements are met, a control command is sent to the drive-by-wire braking system via the vehicle controller's external brake request interface to establish braking pressure and keep the vehicle stationary. While maintaining braking pressure, if preset exit conditions are met, the drive-by-wire braking system releases the braking pressure. This method automatically determines and keeps the vehicle stationary without driver intervention, effectively preventing rollover on slopes during autonomous driving or due to driver negligence.

[0022] To facilitate understanding of this embodiment, a method for automatic stationary holding and anti-rollover control of drive-by-wire vehicles disclosed in this embodiment of the invention will first be described in detail.

[0023] Example 1 This invention provides a method for automatic stationary holding and anti-rollover control of drive-by-wire vehicles. Figure 1 This is a flowchart illustrating an automatic stationary holding and anti-rollover control method for a drive-by-wire vehicle, provided as an embodiment of the present invention. Figure 1 As shown, the automatic stationary holding and anti-rollover control method for drive-by-wire vehicles may include the following steps: Step S101: Obtain vehicle status information.

[0024] The vehicle status information includes at least the current gear status, the electronic parking brake (EPB) status, the actual vehicle speed, and the drive signal.

[0025] Among them, vehicle status information refers to the data set that reflects the current operating status of the vehicle, which is collected by the vehicle controller (VCU) through the vehicle CAN (Controller Area Network) bus or dedicated sensor signals.

[0026] The current gear status refers to the current position of the transmission, which typically includes P (Park), R (Reverse), N (Neutral), and D (Drive). This information comes from the transmission control unit (TCU).

[0027] The Electronic Parking Brake (EPB) status refers to whether the electronic parking brake system is in an "engaged" (activated, locked) or "released" state. This information is sourced from the EPB control unit.

[0028] The actual vehicle speed refers to the real-time longitudinal speed of the vehicle, which is usually collected by wheel speed sensors and calculated by ESP (Electronic Stability Program) or VCU, and is measured in km / h.

[0029] Among them, the drive signal refers to the instruction issued by the driver or the autonomous driving system requesting the vehicle to generate driving force. For manual driving, it is usually the accelerator pedal opening sensor signal; for drive-by-wire or autonomous driving, it is the drive-by-wire torque request signal issued by the autonomous driving domain controller (ADCU).

[0030] Specifically, the latest values ​​of the above signals can be periodically read from the TCU, EPB, ESP / wheel speed sensor, accelerator pedal module and ADCU via the CAN bus and stored in memory for logical judgment.

[0031] Step S102: Based on the vehicle status information and preset entry conditions, determine whether the requirements for entering the stationary holding mode are met.

[0032] Specifically, based on vehicle status information and preset entry conditions, determining whether the requirements for entering the stationary holding mode are met can include: when the vehicle is in drive (D) and EPB is not engaged, if the actual vehicle speed is less than a first speed threshold and there is no valid drive signal, or the actual vehicle speed is less than or equal to a second speed threshold, then the entry condition is met; or, when the vehicle is in reverse (R) and EPB is not engaged, if the actual vehicle speed is greater than a third speed threshold and there is no valid drive signal, or the actual vehicle speed is greater than or equal to a fourth speed threshold, then the entry condition is met; or, when the vehicle is in neutral (N) and EPB is not engaged, then the entry condition is met.

[0033] Furthermore, before determining whether the requirements for entering the stationary holding mode are met based on vehicle status information and preset entry conditions, the method also includes: obtaining the road slope information where the vehicle is currently located; during the process of establishing braking pressure in the control line braking system, the target braking pressure is determined at least based on the road slope information and dynamic calculation of vehicle mass.

[0034] In step S103, if the requirements for entering the stationary hold mode are met, a control command is sent to the brake-by-wire system through the external brake request interface of the vehicle controller to control the brake-by-wire system to establish braking pressure and keep the vehicle stationary.

[0035] Specifically, the brake pressure established by the control-by-wire braking system may include: the control-by-wire braking system increasing the brake pressure at a preset speed; real-time monitoring of the vehicle's actual speed and actual brake pressure; and stopping the increase of brake pressure and maintaining the current brake pressure when the absolute value of the vehicle's actual speed is less than the fifth speed threshold and the actual brake pressure reaches or exceeds the target brake pressure.

[0036] In step S104, while maintaining braking pressure, if the preset exit condition is met, the control line braking system releases the braking pressure.

[0037] The preset exit conditions may include: when the vehicle is in drive (D) gear and the actual speed of the vehicle is greater than the sixth speed threshold, and there is a valid drive signal that lasts for more than the first duration threshold; or, when the vehicle is in reverse (R) gear and the actual speed of the vehicle is less than the seventh speed threshold, and there is a valid drive signal that lasts for more than the first duration threshold; or, when EPB is detected to be engaged.

[0038] Furthermore, it receives vehicle control mode instructions from the autonomous driving system; if it receives a request to remain stationary, it prioritizes the judgment and execution process of entering the stationary mode; if it receives a request to start from the autonomous driving system while in the stationary mode, the exit condition is triggered.

[0039] The automatic stationary hold and anti-rollover control method for drive-by-wire vehicles provided in this invention can acquire vehicle status information, including at least the current gear position, electronic parking brake (EPB) status, actual vehicle speed, and drive signals. Based on the vehicle status information and preset entry conditions, it determines whether the requirements for entering the stationary hold mode are met. If the requirements are met, a control command is sent to the drive-by-wire braking system through the external brake request interface of the vehicle controller to establish braking pressure and keep the vehicle stationary. While maintaining braking pressure, if preset exit conditions are met, the drive-by-wire braking system releases the braking pressure. In this method, by automatically determining and maintaining the vehicle stationary, activation is possible without driver intervention, effectively preventing rollover on slopes during autonomous driving or due to driver negligence.

[0040] Example 2 This invention also provides another method for automatic stationary holding and anti-rollover control of drive-by-wire vehicles; this method is implemented based on the method described in the above embodiments.

[0041] Figure 2 A flowchart of another automatic stationary holding and anti-rollover control method for drive-by-wire vehicles provided in this embodiment of the invention is shown below. Figure 2 As shown, the automatic stationary holding and anti-rollover control method for drive-by-wire vehicles may include the following steps: Step S201: Obtain vehicle status information.

[0042] The vehicle status information includes at least the current gear status, the electronic parking brake (EPB) status, the actual vehicle speed, and the drive signal.

[0043] Step S202: Based on the vehicle status information and preset entry conditions, determine whether the requirements for entering the stationary holding mode are met.

[0044] Specifically, based on vehicle status information and preset entry conditions, determining whether the requirements for entering the stationary holding mode are met can include: when the vehicle is in drive (D) and EPB is not engaged, if the actual vehicle speed is less than a first speed threshold and there is no valid drive signal, or the actual vehicle speed is less than or equal to a second speed threshold, then the entry condition is met; or, when the vehicle is in reverse (R) and EPB is not engaged, if the actual vehicle speed is greater than a third speed threshold and there is no valid drive signal, or the actual vehicle speed is greater than or equal to a fourth speed threshold, then the entry condition is met; or, when the vehicle is in neutral (N) and EPB is not engaged, then the entry condition is met.

[0045] Among them, "the actual vehicle speed is less than the first speed threshold (e.g., 0.5 km / h) and there is no effective drive signal" is applicable to scenarios where the vehicle is about to come to a complete stop or has basically come to a complete stop (low-speed creeping) and the driver / system does not request drive force. This is the most common automatic activation scenario, simulating the state after "deeply pressing the brake to a stop" in the traditional AutoHold.

[0046] Among these, the vehicle's actual speed being less than or equal to the second speed threshold (e.g., -1 km / h) is a crucial safety extension. When a vehicle is in Drive (D) but has already begun to roll backward (at a negative speed), this condition immediately triggers the stationary hold function, designed to intercept any unintended backward roll that has already occurred, without having to wait for the vehicle speed to drop to near zero.

[0047] Reverse gear is applicable to reversing scenarios. A speed > -0.5 km / h indicates that the vehicle is about to come to a complete stop or is rolling slightly forward, while a speed ≥ 1 km / h indicates that the vehicle has already started rolling forward.

[0048] Furthermore, before determining whether the requirements for entering the stationary holding mode are met based on vehicle status information and preset entry conditions, the method also includes: obtaining the road slope information where the vehicle is currently located; during the process of establishing braking pressure in the control line braking system, the target braking pressure is determined at least based on the road slope information and dynamic calculation of vehicle mass.

[0049] Specifically, by using a longitudinal acceleration sensor or inertial measurement unit (IMU) on the vehicle, when the vehicle is stationary or at extremely low speeds, the measured longitudinal acceleration component (after excluding the influence of the power system) can be converted into the road slope angle (θ). The formula can be simplified to: sin(θ)≈Longitudinal acceleration / g (gravitational acceleration).

[0050] Among them, GPS / BeiDou positioning and high-precision map data can be combined to query the road slope information corresponding to the current vehicle location.

[0051] Specifically, as long as the vehicle is in neutral (N) and the EPB (Electronic Power Brake) is not engaged, it will enter hold mode regardless of vehicle speed (at extremely low speeds or zero speeds). This is to prevent the vehicle from moving unexpectedly due to road incline or external forces when in neutral, especially in autonomous driving or temporary parking scenarios. The disclosure document has acknowledged the risks of this scenario, and this claim confirms and protects against them.

[0052] In step S203, if the requirements for entering the stationary holding mode are met, a control command is sent to the brake-by-wire system through the external brake request interface of the vehicle controller to control the brake-by-wire system to establish braking pressure and keep the vehicle stationary.

[0053] Specifically, the brake pressure established by the control-by-wire braking system may include: the control-by-wire braking system increasing the brake pressure at a preset speed; real-time monitoring of the vehicle's actual speed and actual brake pressure; and stopping the increase of brake pressure and maintaining the current brake pressure when the absolute value of the vehicle's actual speed is less than the fifth speed threshold and the actual brake pressure reaches or exceeds the target brake pressure.

[0054] The pressure build-up command sent by the VCU includes a "pressure ramp-up rate" parameter, such as "increase pressure at a rate of 50 bar per second." This avoids vehicle jerking or system shock caused by sudden pressure increases, improving comfort and system lifespan.

[0055] Specifically, a vehicle speed of <0.2 km / h ensures the vehicle is completely stationary (more stringent than the entry threshold of 0.5 km / h). Actual pressure ≥ target pressure ensures the braking force is sufficient to counteract the vehicle's current tendency to roll (potentially caused by gradient).

[0056] The "target braking pressure" is a baseline pressure value obtained based on vehicle calibration, used for flat ground or gentle slopes. Preferably, this value is obtained through dynamic calculation.

[0057] Among them, the principle of dynamic calculation is: The required theoretical braking force (F_brake) = the component of the vehicle's weight along the slope = m * g * sin(θ). Where m is the vehicle's mass (which can be read from the VCU calibration value or estimated based on the load), and g is the acceleration due to gravity.

[0058] Target braking pressure (P_target) = F_brake / (braking efficiency factor * brake disc radius and other conversion factors) + basic pressure holding margin.

[0059] Basic pressure margin: Used to overcome system internal resistance, tire deformation, etc., to ensure that it remains stationary under any slight disturbance.

[0060] In practical applications, it provides greater braking force on steep slopes, completely preventing rollback. On gentle slopes or flat ground, the braking force is moderate, making it easier for the drive system to overcome braking during start-up and reducing jerking. Avoid applying unnecessary excessive braking force on flat ground to reduce brake wear and energy consumption (especially when coordinating with motor regenerative braking).

[0061] Step S204: During the process of establishing braking pressure in the control line braking system, the braking pressure establishment status is monitored in real time.

[0062] After issuing a pressure build-up command, the VCU continuously compares the "requested pressure" with the "actual pressure" fed back from the braking system. It also monitors the pressure build-up time.

[0063] Step S205: If the actual braking pressure does not reach the expected pressure value or the pressure build-up fails within the preset fault judgment time, a braking system fault signal is generated, and the EPB is immediately pulled up.

[0064] Examples of criteria for judging the failure of pressure establishment include: Timeout: Within 2 seconds after the request was sent, the actual pressure still has not reached 90% of the expected pressure.

[0065] Pressure unresponsive: The actual pressure value remains at or near zero and does not change with requests.

[0066] Abnormal pressure: The actual pressure fluctuates drastically or changes in the opposite direction.

[0067] When the primary brake-by-wire holding path fails, the VCU immediately sends an emergency pull-up command via a separate EPB control channel (usually a hardwired or high-priority CAN signal). As an independent parking system, the EPB should be able to perform mechanical locking to ensure vehicle safety. Simultaneously, the generated fault signal will illuminate the dashboard warning light and may store a fault code to alert the user for inspection.

[0068] In step S206, while maintaining braking pressure, if the preset exit condition is met, the control line braking system releases the braking pressure.

[0069] The preset exit conditions may include: when the vehicle is in drive (D) gear and the actual speed of the vehicle is greater than the sixth speed threshold, and there is a valid drive signal that lasts for more than the first duration threshold; or, when the vehicle is in reverse (R) gear and the actual speed of the vehicle is less than the seventh speed threshold, and there is a valid drive signal that lasts for more than the first duration threshold; or, when EPB is detected to be engaged.

[0070] Specifically, the VCU starts a timer after detecting a drive signal greater than a "valid" threshold (e.g., accelerator pedal opening > 5%). Only when the signal remains valid for more than 0.5 seconds is it considered a "clear intention to start," thus triggering the exit. This effectively prevents accidental "hold function exit" and vehicle jerking caused by signal interference, greatly improving safety and user experience.

[0071] Furthermore, it receives vehicle control mode instructions from the autonomous driving system.

[0072] Specifically, a dedicated application-layer communication protocol is defined between the VCU and the Autonomous Driving Domain Controller (ADCU). In specific scenarios (such as waiting at a red light, stopping in traffic jams, or after automatic parking), the ADCU will send a command such as AutoHold_Request:HOLD to the VCU.

[0073] Furthermore, if a request to remain still is received, the judgment and execution process for entering the still mode will be executed first.

[0074] Among these, instructions from the ADCU have high priority. Even if some sensor signals (such as vehicle speed due to signal delay) have not yet fully met the specified conditions, the VCU can trigger the stationary hold procedure in advance or forcibly after receiving the instruction, ensuring the accurate execution of the autonomous driving strategy.

[0075] If a request to start is received while in stationary hold mode, the exit condition is triggered.

[0076] In this process, the ADCU sends an AutoHold_Request: RELEASE instruction. The VCU maps this instruction to an equivalent, most reliable "exit condition." For example, it treats it as a continuous, valid drive signal, thereby directly satisfying the exit condition, controlling the brake system to release pressure, and allowing the vehicle to start smoothly.

[0077] Example 3 Corresponding to the above method embodiments, this invention provides an automatic stationary holding and anti-rollover control device for drive-by-wire vehicles. Figure 4 This is a schematic diagram of an automatic stationary and anti-rollover control device for a drive-by-wire vehicle, provided by an embodiment of the present invention. Figure 4 As shown, the automatic stationary and anti-rollover control device for drive-by-wire vehicles, executed by the vehicle controller, may include: The vehicle status information acquisition module 301 is used to acquire vehicle status information; the vehicle status information includes at least the current gear status, the electronic parking brake (EPB) status, the actual vehicle speed, and the drive signal.

[0078] The mode determination module 302 is used to determine whether the requirements for entering the stationary holding mode are met based on the vehicle status information and the preset entry conditions.

[0079] The control command sending module 303 is used to send a control command to the brake-by-wire system through the external brake request interface of the vehicle controller if the requirements for entering the stationary hold mode are met, so as to control the brake-by-wire system to establish braking pressure and keep the vehicle stationary.

[0080] The brake pressure release module 304 is used to control the brake line to release the brake pressure if a preset exit condition is met while maintaining the brake pressure.

[0081] The automatic stationary hold and anti-rollover control device for drive-by-wire vehicles provided in this invention can acquire vehicle status information, including at least the current gear position, electronic parking brake (EPB) status, actual vehicle speed, and drive signals. Based on the vehicle status information and preset entry conditions, it determines whether the requirements for entering the stationary hold mode are met. If the requirements are met, a control command is sent to the drive-by-wire braking system through the external brake request interface of the vehicle controller to establish braking pressure and keep the vehicle stationary. While maintaining braking pressure, if preset exit conditions are met, the drive-by-wire braking system releases the braking pressure. In this method, by automatically determining and keeping the vehicle stationary, activation is achieved without driver intervention, effectively preventing rollover on slopes during autonomous driving or due to driver negligence.

[0082] In some embodiments, the mode determination module is further configured to: when the vehicle is in drive gear (D) and EPB is not engaged, determine that the entry condition is met if the actual vehicle speed is less than a first speed threshold and there is no valid drive signal, or the actual vehicle speed is less than or equal to a second speed threshold; or when the vehicle is in reverse gear (R) and EPB is not engaged, determine that the entry condition is met if the actual vehicle speed is greater than a third speed threshold and there is no valid drive signal, or the actual vehicle speed is greater than or equal to a fourth speed threshold; or when the vehicle is in neutral gear (N) and EPB is not engaged, determine that the entry condition is met.

[0083] In some embodiments, the control command sending module is further configured to control the brake-by-wire system to increase the braking pressure at a preset speed; monitor the actual vehicle speed and actual braking pressure in real time; and stop increasing the braking pressure and maintain the current braking pressure when the absolute value of the actual vehicle speed is less than the fifth speed threshold and the actual braking pressure reaches or exceeds the target braking pressure.

[0084] In some embodiments, the control command sending module is further configured to acquire road slope information where the vehicle is currently located; during the process of establishing braking pressure in the control line braking system, the target braking pressure is determined at least based on the road slope information and dynamic calculation of vehicle mass.

[0085] In some embodiments, the brake pressure release module is further configured to: when the vehicle is in drive gear D and the actual speed of the vehicle is greater than a sixth speed threshold, and there is a valid drive signal that lasts for more than a first duration threshold; or when the vehicle is in reverse gear R and the actual speed of the vehicle is less than a seventh speed threshold, and there is a valid drive signal that lasts for more than a first duration threshold; or when the EPB is detected to be engaged.

[0086] In some embodiments, the control command sending module is also used to monitor the brake pressure establishment status in real time during the process of establishing brake pressure in the control line brake system; if the actual brake pressure does not reach the expected pressure value or the pressure establishment fails within the preset fault judgment time, a brake system fault signal is generated and the EPB is immediately controlled to be pulled up.

[0087] In some embodiments, the control command sending module is further configured to receive vehicle control mode commands from the autonomous driving system; if a request to remain stationary command is received, the judgment and execution process for entering the stationary holding mode is executed first; if a request to start command is received from the autonomous driving system in the stationary holding mode, the exit condition is triggered.

[0088] The device provided in this embodiment of the invention has the same implementation principle and technical effect as the aforementioned method embodiment. For the sake of brevity, any parts not mentioned in the device embodiment can be referred to the corresponding content in the aforementioned method embodiment.

[0089] Example 4 This invention also provides an electronic device for running the above-described automatic stationary holding and anti-rollover control method for drive-by-wire vehicles; see also Figure 4 The diagram shows the structure of an electronic device, which includes a memory 400 and a processor 401. The memory 400 stores one or more computer instructions, which are executed by the processor 401 to implement the above-mentioned automatic stationary holding and anti-rollover control method for drive-by-wire vehicles.

[0090] Furthermore, Figure 4 The electronic device shown also includes a bus 402 and a communication interface 403. The processor 401, the communication interface 403 and the memory 400 are connected via the bus 402.

[0091] The memory 400 may include high-speed random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 403 (which can be wired or wireless), such as the Internet, wide area network, local area network, metropolitan area network, etc. The bus 402 can be an ISA bus, PCI bus, or EISA bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 4 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0092] Processor 401 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of processor 401 or by instructions in software form. Processor 401 can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this invention. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this invention can be directly manifested as execution by a hardware decoding processor, or execution by a combination of hardware and software modules in the decoding processor. The software module can reside in a readily available storage medium in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory 500, and processor 501 reads information from memory 500 and, in conjunction with its hardware, completes the steps of the method described in the foregoing embodiments.

[0093] This invention also provides a computer-readable storage medium storing computer-executable instructions. When these computer-executable instructions are called and executed by a processor, they cause the processor to implement the above-described automatic stationary holding and anti-rollover control method for drive-by-wire vehicles. For specific implementation details, please refer to the method embodiments, which will not be repeated here.

[0094] The computer program product for an automatic stationary holding and anti-rollover control method for a drive-by-wire vehicle provided in this embodiment of the invention includes a computer-readable storage medium storing non-volatile program code executable by a processor. The instructions included in the program code can be used to execute the methods described in the preceding method embodiments. For specific implementation details, please refer to the method embodiments, which will not be repeated here.

[0095] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0096] In the several embodiments provided by this invention, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the coupling or direct coupling or communication connection shown or discussed may be through some communication interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0097] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0098] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0099] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0100] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for automatic stationary holding and anti-rollover control of drive-by-wire vehicles, characterized in that, The method, executed by the vehicle controller, includes: Acquire vehicle status information; the vehicle status information includes at least the current gear status, electronic parking brake (EPB) status, actual vehicle speed, and drive signals. Based on the vehicle status information and the preset entry conditions, determine whether the requirements for entering the stationary holding mode are met; If the requirements for entering the stationary holding mode are met, a control command is sent to the brake-by-wire system through the external brake request interface of the vehicle controller to control the brake-by-wire system to establish braking pressure and keep the vehicle stationary. While maintaining braking pressure, if the preset exit conditions are met, the brake-by-wire system is controlled to release the braking pressure.

2. The method according to claim 1, characterized in that, The step of determining whether the requirements for entering the stationary holding mode are met based on the vehicle status information and preset entry conditions includes: When the vehicle is in drive (D) and EPB is not engaged, if the actual speed of the vehicle is less than the first speed threshold and there is no valid drive signal, or if the actual speed of the vehicle is less than or equal to the second speed threshold, then the entry condition is determined to be met. Alternatively, if the vehicle is in reverse gear (R) and EPB is not engaged, and the actual speed of the vehicle is greater than the third speed threshold and there is no valid drive signal, or the actual speed of the vehicle is greater than or equal to the fourth speed threshold, then the entry condition is deemed met. Alternatively, if the vehicle is in neutral (N) and EPB is not engaged, then the entry condition is considered met.

3. The method according to claim 1, characterized in that, The control of the brake-by-wire system to establish braking pressure includes: The brake-by-wire system is controlled to increase braking pressure at a preset speed; Real-time monitoring of vehicle speed and braking pressure; When the absolute value of the actual vehicle speed is less than the fifth speed threshold, and the actual braking pressure reaches or exceeds the target braking pressure, the increase in braking pressure is stopped and the current braking pressure is maintained.

4. The method according to claim 3, characterized in that, Before determining whether the requirements for entering the stationary holding mode are met based on the vehicle status information and preset entry conditions, the method further includes: Obtain the road slope information where the vehicle is currently located; During the process of establishing braking pressure by controlling the brake-by-wire system, the target braking pressure is determined based at least on the road gradient information and dynamic calculation of vehicle mass.

5. The method according to claim 2, characterized in that, The preset exit conditions include: When the vehicle is in drive (D) gear and the actual speed of the vehicle is greater than the sixth speed threshold, and there is a valid drive signal that continuously exceeds the first duration threshold; Alternatively, when the vehicle is in reverse gear (R) and the actual speed of the vehicle is less than the seventh speed threshold, and there is a valid drive signal that continuously exceeds the first duration threshold; Alternatively, it was detected that EPB has been pulled up.

6. The method according to claim 1, characterized in that, The method further includes: During the process of establishing braking pressure in the brake-by-wire system, the braking pressure establishment status is monitored in real time. If the actual braking pressure fails to reach the expected pressure value or fails to build up pressure within the preset fault judgment time, a braking system fault signal is generated, and the EPB is immediately pulled up.

7. The method according to claim 1, characterized in that, The method further includes: Receive vehicle control mode instructions from the autonomous driving system; If a request to remain still is received, the judgment and execution process for entering the stillness mode is executed first. If a request to start is received from the autonomous driving system while in stationary hold mode, the exit condition is triggered.

8. An automatic stationary holding and anti-rollover control device for drive-by-wire vehicles, characterized in that, Executed by the vehicle controller, the device includes: The vehicle status information acquisition module is used to acquire vehicle status information; the vehicle status information includes at least the current gear status, the electronic parking brake (EPB) status, the actual vehicle speed, and the drive signal. The mode determination module is used to determine whether the requirements for entering the stationary holding mode are met based on the vehicle status information and preset entry conditions. The control command sending module is used to send a control command to the brake-by-wire system through the external brake request interface of the vehicle controller if the requirements for entering the stationary holding mode are met, so as to control the brake-by-wire system to establish braking pressure and keep the vehicle stationary. The brake pressure release module is used to control the brake-by-wire system to release the brake pressure if a preset exit condition is met while maintaining the brake pressure.

9. An electronic device, characterized in that, The device includes a processor and a memory, the memory storing computer-executable instructions that can be executed by the processor, the processor executing the computer-executable instructions to implement the automatic stationary holding and anti-rollover control method for a drive-by-wire vehicle as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when invoked and executed by a processor, cause the processor to implement the automatic stationary holding and anti-rollover control method for a drive-by-wire vehicle as described in any one of claims 1 to 7.

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