Parking control method and device of charging vehicle, vehicle, medium and product

Abstract

The invention relates to the technical field of electric vehicles, and discloses a parking control method and device of a charging vehicle, the vehicle, a medium and a product. When the vehicle starts boosting charging, parking calipers are firstly controlled to conduct clamping with preset clamping force; and after the parking calipers are clamped in place, the charging current of the vehicle during boosting charging is gradually increased, the parking torque and the charging current do not need to be matched by combining different vehicle types, and the software reusability is high. When the vehicle is detected to move based on the wheel speed signal of the vehicle, the target charging current is obtained by reducing the current charging current, and boost charging is performed based on the target charging current, so that the unexpected torque generated by boost charging is weakened. And meanwhile, the current clamping force is improved, the target clamping force is obtained, and the parking calipers are controlled to conduct clamping based on the target clamping force. Therefore, when the vehicle generates tiny unexpected movement, active intervention is carried out by reducing the charging current and improving the clamping force, and uncontrollable movement of the vehicle is avoided.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, and more specifically to parking control methods, devices, vehicles, media, and products for charging vehicles. Background Technology

[0002] When charging electric vehicles, the output voltage of the charging station needs to be compatible with the vehicle's battery voltage. When the battery voltage is higher than the charging station's maximum output voltage, the entire vehicle needs to be boosted before charging. However, during the boost charging process, the current generated by the motor windings will produce a certain amount of unexpected torque, which can easily cause the vehicle to move or vibrate unexpectedly, affecting vehicle safety.

[0003] Existing technologies use physical lock structures to prevent unintended torque from moving the vehicle during boost charging, but this approach is not well-suited for new energy vehicles. Existing technologies also use tables to determine the optimal charging current based on the parking torque component of the slope and the maximum charging torque of the electric drive, but this requires matching different parameters for each vehicle model, resulting in low software reusability. Existing technologies release the parking brake and actively drive the motor to rotate when the vehicle generates unintended torque, rotating the motor rotor to a position where no unintended torque is generated, before re-clamping the parking brake. However, this method can still cause unintended vehicle movement, posing a safety risk. Summary of the Invention

[0004] This invention provides a parking control method, device, vehicle, medium, and product for charging vehicles to solve the problem that vehicles are prone to unexpected movement and pose safety risks during the boost charging process.

[0005] In a first aspect, the present invention provides a parking control method for a charging vehicle, the method comprising: In response to the vehicle's boost charging request, the parking caliper is controlled to clamp with a preset clamping force; Once the parking caliper is detected to be clamped in place, the charging current of the vehicle during boost charging is increased, and the wheel speed signal of the vehicle is monitored. When the vehicle movement is determined based on the wheel speed signal, the current charging current is reduced to obtain the target charging current, and the current clamping force is increased to obtain the target clamping force. The target charging current is used to boost the charging voltage, and the target clamping force is used to control the parking caliper to clamp.

[0006] This invention, when a vehicle begins boost charging, first controls the parking caliper to clamp with a preset clamping force. After the parking caliper is fully clamped, the charging current during boost charging is gradually increased. This eliminates the need to match parking torque and charging current to different vehicle models, resulting in high software reusability. When vehicle movement is detected based on wheel speed signals, the current charging current is reduced to obtain a target charging current. Boost charging is then performed based on this target current, thereby mitigating any unintended torque generated during boost charging. Simultaneously, the current clamping force is increased to obtain a target clamping force, and the parking caliper is controlled to clamp based on this target clamping force. Thus, when the vehicle experiences even slight unintended movement, proactive intervention by reducing the charging current and increasing the clamping force prevents uncontrollable vehicle movement.

[0007] In one optional implementation, the wheel speed signal includes a first pulse count from the left parking wheel speed sensor and a second pulse count from the right parking wheel speed sensor, acquired over multiple consecutive cycles; determining vehicle movement based on the wheel speed signal includes: Calculate the sum of the first pulse count and the second pulse count acquired in each cycle; Based on the sum of pulse counts, determine whether the vehicle has a movement trend in each cycle; If a vehicle is detected to have a moving trend for a continuous first preset number of cycles, then it is determined that the vehicle has moved.

[0008] This invention calculates the sum of the first and second pulse counts collected in each cycle. When the sum of the pulse counts exceeds a preset number, it determines that the vehicle is moving. When the sum of the pulse counts for a consecutive first preset number of cycles exceeds the preset number, it is determined that the vehicle has moved. This effectively filters out transient pulse interference caused by electrical noise, road bumps, etc., greatly reducing the false judgment rate and ensuring the accuracy of vehicle movement status identification. This allows subsequent current adjustment and clamping force enhancement actions to be triggered precisely and promptly, improving the charging power limit while ensuring the robustness of safety control.

[0009] In one optional implementation, determining whether the vehicle exhibits a movement trend within each cycle based on the sum of pulse counts includes: For each cycle, if the sum of the pulse counts corresponding to the cycle exceeds the preset pulse count, then the vehicle has a tendency to move within the cycle.

[0010] This invention detects extremely small angular displacements of the wheels by monitoring whether the sum of the pulse counts of the left and right parking wheels within a monitoring period exceeds a preset number of pulses. This allows for the identification of risk trends before the vehicle experiences visible slippage, thus enabling early detection of minute, unexpected movements.

[0011] In one optional implementation, the wheel speed signal includes the rotor angle change of a motor position sensor acquired over multiple consecutive cycles; determining vehicle movement based on the wheel speed signal includes: For each cycle, if the change in rotor angle corresponding to the cycle is detected to exceed the preset angle, it is determined that the vehicle has a moving trend within the cycle. If a vehicle is detected to have a moving trend for a second preset number of consecutive cycles, then it is determined that the vehicle has moved.

[0012] This invention directly monitors the change in rotor angle of the motor rotor that drives the wheels to move, and determines whether the vehicle has a moving trend in multiple consecutive cycles, thereby accurately determining whether the vehicle has moved. It also filters out instantaneous pulse interference caused by electrical noise, road bumps, etc., and improves the recognition accuracy.

[0013] In one alternative implementation, after the parking caliper clamps based on the target clamping force, the method further includes: Record the number of times the device re-clamps, and determine whether the number of re-clamps exceeds the preset number of re-clamps; If the number of clamping attempts does not exceed the preset number of clamping attempts, return to the step of monitoring the vehicle's wheel speed signal.

[0014] This invention records the number of re-clamping cycles and continues boost charging while monitoring vehicle movement until the re-clamping cycles are exhausted. This avoids the efficiency loss caused by completely terminating charging upon a single vehicle movement trigger, allowing the vehicle to maintain charging for a certain period under different operating conditions, significantly improving functional usability and user experience. Furthermore, by adjusting the current and clamping force multiple times, it maintains the vehicle's stable state, thereby optimizing charging efficiency and system safety and reliability.

[0015] In one alternative implementation, the method further includes: If the number of clamping attempts exceeds the preset number, the voltage boost charging will stop, and a charging error message will be sent to the user.

[0016] This invention constrains the number of reclamping cycles to prevent the system from falling into an endless adjustment loop due to unexpected situations such as sensor drift, mechanical performance degradation, or encountering extreme slopes, thus ensuring deterministic safety response. When the number of reclamping cycles is exhausted, the system actively stops charging and sends a clear prompt to remind the driver to check the vehicle's condition, improving system maintainability.

[0017] In one alternative implementation, increasing the charging current of the vehicle during boost charging includes: The charging current of the vehicle during boost charging is gradually increased according to a preset rate; Reduce the current charging current, including: The current charging current is reduced by a preset amount.

[0018] This invention avoids the instantaneous torque surge that might be caused by a sudden increase in current during boost charging by gradually increasing the charging current at a preset rate. It also eliminates the need to match different parking torques to different vehicle models, thus improving software reusability. Furthermore, it can proactively approach the charging current limit under the current environment in a smooth and predictable manner, thereby increasing charging power. Upon detecting a risk of vehicle movement, it reduces the charging current by a preset amount, thereby reducing unexpected torque. This maintains the continuity and efficiency of the charging process while preventing uncontrollable vehicle movement, ensuring vehicle safety.

[0019] In one alternative implementation, after responding to a boost charging request from the vehicle, the method further includes: The vehicle's parking caliper release request was refused.

[0020] This invention refuses to respond to any form of parking caliper release request after the vehicle enters the boost charging state, thus preventing the caliper from being released due to accidental triggering by other systems or driver misoperation during the boost charging process, and ensuring vehicle safety.

[0021] In a second aspect, the present invention provides a parking control device for a charging vehicle, the device comprising: The first processing module is used to respond to the vehicle's boost charging request and control the parking caliper to clamp with a preset clamping force. The second processing module is used to increase the charging current of the vehicle during boost charging and monitor the wheel speed signal of the vehicle after the parking caliper is detected to be clamped in place. The third processing module is used to reduce the current charging current to obtain the target charging current and increase the current clamping force to obtain the target clamping force when the vehicle movement is determined based on the wheel speed signal. The fourth processing module is used to boost the charging voltage based on the target charging current and control the parking caliper to clamp based on the target clamping force.

[0022] Thirdly, the present invention provides a vehicle, comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the parking control method for a charging vehicle as described in the first aspect or any corresponding embodiment thereof.

[0023] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to execute the parking control method for a charging vehicle according to the first aspect or any corresponding embodiment thereof.

[0024] Fifthly, the present invention provides a computer program product, including computer instructions for causing a computer to execute the parking control method for a charging vehicle according to the first aspect or any corresponding embodiment described above.

[0025] The beneficial effects of this invention are as follows: This invention, when a vehicle begins boost charging, first controls the parking caliper to clamp with a preset clamping force. After the parking caliper is fully clamped, the charging current during boost charging is gradually increased. This eliminates the need to match parking torque and charging current to different vehicle models, resulting in high software reusability. When vehicle movement is detected based on wheel speed signals, the current charging current is reduced to obtain a target charging current. Boost charging is then performed based on this target current, thereby mitigating any unintended torque generated during boost charging. Simultaneously, the current clamping force is increased to obtain a target clamping force, and the parking caliper is controlled to clamp based on this target clamping force. Thus, when the vehicle experiences even slight unintended movement, proactive intervention by reducing the charging current and increasing the clamping force prevents uncontrollable vehicle movement. Attached Figure Description

[0026] 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.

[0027] Figure 1 This is a schematic diagram of the parking control system of a charging vehicle according to an embodiment of the present invention; Figure 2 This is a schematic flowchart of a first method for controlling the parking of a charging vehicle according to an embodiment of the present invention. Figure 3 This is a schematic diagram of a second process for a parking control method for a charging vehicle according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the third process of the parking control method for a charging vehicle according to an embodiment of the present invention; Figure 5 This is a structural block diagram of a parking control device for a charging vehicle according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the hardware structure of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments 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.

[0029] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0030] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0031] The relevant technology uses a ratchet and pawl structure to prevent unintended torque from moving the vehicle during the boost charging process. This device is commonly used in traditional gasoline vehicles as a P-gear lock, installed in the transmission. However, in order to reduce costs, most new energy vehicles have eliminated this device in their transmissions, making this approach less applicable.

[0032] Related technologies also control the charging current by looking up a table based on the parking torque generated by the vehicle's current slope and the maximum charging torque of the electric drive. However, due to differences in vehicle weight and slope, each model requires a different relationship between parking torque and charging torque, meaning each model has its own independent parameters, resulting in low software reusability. Furthermore, the slope recognition accuracy is not high, and a safety margin needs to be considered, leading to a margin in the converted parking torque, which limits the increase in charging power.

[0033] The related technology also prohibits boost charging when the current slope exceeds a preset value or the electric drive torque exceeds the maximum braking torque of the parking system, in order to prevent the vehicle from moving. However, the applicable scenarios are limited.

[0034] The related technology also determines whether an unexpected torque will be generated by judging the current rotor position. If an unexpected torque is generated, the parking brake is released and the motor is actively driven to rotate, so that the motor rotor rotates to a position where no unexpected torque is generated. Then the parking brake is clamped again. However, the vehicle still moves unexpectedly, which poses a safety risk.

[0035] Related technologies are prone to unexpected movement during the boost charging process. This invention provides a parking control method for a charging vehicle. During the boost charging process, the charging current is gradually increased, and the vehicle is monitored for movement. If the vehicle moves slightly, the unexpected torque generated by the charging current is weakened by reducing the charging current and increasing the clamping force of the parking caliper, thereby preventing uncontrollable movement of the vehicle.

[0036] According to embodiments of the present invention, a parking control system for a charging vehicle is provided, such as... Figure 1 As shown, the parking control system includes a charging controller, a vehicle controller, a parking brake controller, a wheel speed sensor module, and parking calipers. Upon detecting a boost charging request from outside or inside the vehicle, the charging controller transmits a boost charging flag to the vehicle controller and the parking brake controller via a communication line (typically a CAN bus). Upon recognizing the boost charging flag, the parking brake controller controls the parking calipers to clamp down according to a predetermined program, ensuring stable parking. Simultaneously, upon recognizing the boost charging flag, the vehicle controller issues a prohibition on parking release flag. Upon recognizing this prohibition flag, the parking brake controller will not allow the parking calipers to release.

[0037] During the boost charging process, the parking brake controller continuously receives wheel speed signals from the wheel speed sensor module. These signals include the number of pulses from the left and right parking wheels. The number of pulses and their duration are used to determine whether the vehicle wheels have moved. When a vehicle wheel moves, the parking brake controller sends a charging current increase limit flag and records the number of times the parking brake has been re-clamped. After recognizing these two signals, the charging controller limits or stops the boost charging current and notifies the user.

[0038] For a detailed description of the specific workflow of the above-mentioned parking control system, please refer to the method embodiment below, which will not be repeated here.

[0039] According to an embodiment of the present invention, a parking control method for a charging vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0040] This embodiment provides a parking control method for a charging vehicle, which can be used for, for example Figure 1 The parking control system shown is Figure 2 This is a flowchart of a parking control method for a charging vehicle according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps: Step S201: In response to the vehicle's boost charging request, control the parking caliper to clamp with a preset clamping force.

[0041] Specifically, the charging controller first determines whether the vehicle is in boost charging mode. When it detects a boost charging request from the vehicle, it determines that the vehicle has entered boost charging mode. When it detects a regular fast charging request or a slow charging request from the vehicle, it determines that the vehicle will enter regular fast charging mode or slow charging mode.

[0042] In some embodiments, when the vehicle is not in a boost charging state, such as in a regular fast charging state or a slow charging state, the parking brake controller determines the matching clamping force according to the current slope according to a preset program, and clamps as needed to extend the service life of the parking caliper and brake noise muffler.

[0043] In this embodiment, when the vehicle is in a boost charging state, the charging controller sends a boost charging flag. After receiving the boost charging flag via the CAN bus, the parking brake controller clamps the parking caliper according to a preset clamping force. The preset clamping force can be the rated clamping force of the parking caliper, and can be adjusted according to actual needs.

[0044] In some embodiments, the parking brake controller drives the parking caliper motor to rotate by sending a clamping command to the parking caliper motor, thereby clamping the parking caliper.

[0045] Step S202: After the parking caliper is detected to be clamped in place, the charging current of the vehicle during boost charging is increased, and the wheel speed signal of the vehicle is monitored.

[0046] In some embodiments, a target drive current in the clamping command is determined, and when the drive current provided by the parking brake controller to the parking caliper motor reaches the target drive current, it is determined that the parking caliper is clamped in place.

[0047] In this embodiment, after the parking caliper is clamped in place, the parking brake controller sends a clamping complete flag. Subsequently, upon receiving this clamping complete flag, the charging controller begins to increase the charging current for boost charging. At the same time, the parking brake controller continuously receives the vehicle's wheel speed signals to determine whether the vehicle's wheels are moving.

[0048] It should be noted that the wheel speed signal may include pulse signals emitted by the wheel speed sensors of the left and right parking wheels and rotor angle change signals from the motor position sensor. The motor position sensor may be installed on the motor rotor to measure the absolute angular position of the motor rotor (mechanically connected to the wheel).

[0049] In step S202, the charging current of the vehicle during boost charging can be gradually increased at a preset rate. For example, the preset rate can be 1 A / s.

[0050] In this embodiment, by gradually increasing the charging current during boost charging at a preset rate, the instantaneous torque surge that might be caused by a sudden increase in current is avoided. This eliminates the need to match different parking torques to different vehicle models, thus improving software reusability. Furthermore, it can proactively approach the charging current limit under the current environment in a smooth and predictable manner, thereby increasing charging power.

[0051] Step S203: When it is determined that the vehicle has moved based on the wheel speed signal, reduce the current charging current to obtain the target charging current and increase the current clamping force to obtain the target clamping force.

[0052] Specifically, after detecting vehicle movement based on wheel speed signals, the parking brake controller issues a charging current increase limit flag. Upon recognizing this flag, the charging controller stops the charging current from increasing, determines the current charging current, and reduces it to obtain the target charging current. It's important to note that the charging current increase limit flag is only issued after the first detection of vehicle movement; subsequent flags are not issued. This ensures both charging efficiency and prevents unexpected wheel movement.

[0053] In some embodiments, the current charging current is reduced by a preset amount to obtain the target charging current. At the same time, the current clamping force is increased by a preset increment to obtain the target clamping force.

[0054] In this embodiment, after detecting a risk of vehicle movement, the charging current is reduced by a preset amount to reduce unexpected torque. This maintains the continuity and efficiency of the charging process while preventing uncontrollable vehicle movement and ensuring vehicle safety.

[0055] Step S204: Boost charging is performed based on the target charging current, and the parking caliper is controlled to clamp based on the target clamping force.

[0056] Specifically, the charging controller maintains the target charging current to continue boost charging, thereby mitigating the unintended torque generated by boost charging. Furthermore, the parking brake controller issues a clamping command according to the target clamping force, controlling the parking calipers to further clamp, thus preventing uncontrollable and unintended movement of the vehicle.

[0057] The parking control method for charging vehicles provided in this embodiment first controls the parking calipers to clamp with a preset clamping force when the vehicle begins boost charging. After the parking calipers are in place, the charging current during boost charging is gradually increased. This eliminates the need to match parking torque and charging current to different vehicle models, resulting in high software reusability. When vehicle movement is detected based on wheel speed signals, the current charging current is reduced to obtain a target charging current. Boost charging is then performed based on this target current, thereby mitigating the unexpected torque generated during boost charging. Simultaneously, the current clamping force is increased to obtain a target clamping force, and the parking calipers are controlled to clamp based on this target clamping force. Thus, when the vehicle experiences slight unexpected movement, proactive intervention is performed by reducing the charging current and increasing the clamping force to prevent uncontrollable vehicle movement.

[0058] This embodiment provides a parking control method for a charging vehicle, which can be used for, for example Figure 1 The parking control system shown is Figure 3 This is a flowchart of a parking control method for a charging vehicle according to an embodiment of the present invention, such as... Figure 3 As shown, the process includes the following steps: In step S301, in response to the vehicle's boost charging request, the parking caliper is controlled to clamp with a preset clamping force.

[0059] Specifically, once the vehicle enters boost charging mode, it refuses to respond to parking caliper release requests. When the vehicle is in boost charging mode, the charging controller sends a boost charging flag, and the vehicle controller, upon receiving this flag via the CAN bus, sends a prohibition on parking release flag. Upon receiving this prohibition on parking release flag, the parking brake controller will not respond to parking caliper release requests via the CAN bus.

[0060] In this embodiment, after the vehicle enters the boost charging state, it refuses to respond to any form of parking caliper release request, so as to avoid the caliper release caused by the accidental triggering of other systems (such as automatic parking function, electronic shifter) or driver misoperation during the boost charging process, thus ensuring vehicle safety.

[0061] Step S302: After detecting that the parking caliper is clamped in place, increase the charging current of the vehicle during boost charging and monitor the vehicle's wheel speed signal. For details, please refer to [link to relevant documentation]. Figure 2 The detailed description of step S202 in the illustrated embodiment will not be repeated here.

[0062] Step S303: When it is determined that the vehicle has moved based on the wheel speed signal, reduce the current charging current to obtain the target charging current and increase the current clamping force to obtain the target clamping force.

[0063] Specifically, the wheel speed signal includes the first pulse count of the left parking wheel speed sensor and the second pulse count of the right parking wheel speed sensor, which are collected continuously over multiple cycles. Step S303 includes: Step S3031: Calculate the sum of the first pulse count and the second pulse count collected in each cycle, and determine whether the vehicle has a movement trend in each cycle based on the sum of the pulse counts.

[0064] Specifically, the wheel speed sensor module collects wheel speed signals from the wheel speed sensors of the left and right parking wheels every fixed period T (e.g., T=10ms, which can be adjusted according to actual needs), thereby obtaining the first pulse count corresponding to the left parking wheel and the second pulse count corresponding to the right parking wheel. Each pulse count corresponds to a wheel movement angle (e.g., 1 degree). For each period, the sum of the first and second pulse counts, R, is calculated.

[0065] In some embodiments, for each cycle, if the sum of the number of pulses corresponding to the cycle is detected to exceed a preset number of pulses, then the vehicle has a movement trend within the cycle.

[0066] For example, if the sum of the pulse counts R of the left and right parking wheels is within a fixed period T with a preset number of pulses (e.g., 3, which can be adjusted according to the actual scenario), then it is determined that the vehicle has a movement trend within that period.

[0067] This embodiment detects extremely small angular displacements of the wheels by monitoring whether the sum of the pulse counts of the left and right parking wheels within a monitoring period exceeds a preset number of pulses. This allows for the identification of risk trends before the vehicle experiences visible slippage, thus enabling early detection of minute, unexpected movements.

[0068] Step S3032: If it is detected that the vehicle has a moving trend for a first preset number of consecutive cycles, then it is determined that the vehicle has moved.

[0069] For example, if the sum R of the pulse counts of the vehicle within a first preset number of M cycles exceeds a preset number of pulses, it is determined that the vehicle wheels have moved. Here, M can be 20, and the specific value can be set according to the actual scenario.

[0070] This embodiment calculates the sum of the first and second pulse counts collected in each cycle. When the sum of the pulse counts exceeds a preset number of pulses, it determines that the vehicle is moving. When the sum of the pulse counts for a consecutive first preset number of cycles exceeds the preset number of pulses, it is determined that the vehicle has moved. This effectively filters out transient pulse interference caused by electrical noise, road bumps, etc., greatly reducing the false judgment rate and ensuring the accuracy of vehicle movement status identification. This allows subsequent current adjustment and clamping force enhancement actions to be triggered accurately and promptly, improving the charging power limit while ensuring the robustness of safety control.

[0071] In some optional implementations, the wheel speed signal may further include the rotor angle change of the motor position sensor collected over multiple consecutive cycles. For each cycle, if the detected rotor angle change exceeds a preset angle, it is determined that the vehicle has a movement trend within the cycle. If the vehicle has a movement trend for a second preset number of consecutive cycles, it is determined that the vehicle has moved. The second preset number can be 15, and can be set according to the actual scenario.

[0072] This embodiment directly monitors the change in rotor angle of the motor rotor that drives the wheels to move, and determines whether the vehicle has a moving trend in multiple consecutive cycles, thereby accurately determining whether the vehicle has moved. It also filters out instantaneous pulse interference caused by electrical noise, road bumps, etc., and improves the recognition accuracy.

[0073] Step S3033: When it is determined that the vehicle has moved, reduce the current charging current to obtain the target charging current, and increase the current clamping force to obtain the target clamping force. For details, please refer to [link to details]. Figure 2 Step S303 of the illustrated embodiment will not be described again here.

[0074] Step S304: Boost charging is performed based on the target charging current, and the parking caliper is controlled to clamp based on the target clamping force. For details, please refer to [link to details]. Figure 2 Step S304 of the illustrated embodiment will not be described again here.

[0075] Step S305: Record the number of times the device re-clamps, and determine whether the number of times the device re-clamps exceeds the preset number of times the device re-clamps.

[0076] Specifically, when the parking caliper is clamped again according to the adjusted target clamping force, the re-clamping count of the parking caliper is incremented by 1, and the current re-clamping count is recorded as N. This count is then transmitted to the charging controller via a communication line (usually CAN). After receiving the re-clamping count, the charging controller compares it with the preset re-clamping count. If the re-clamping count N does not exceed the preset re-clamping count (which can be set according to the actual scenario), step S306 is executed; if the re-clamping count N exceeds the preset re-clamping count, step S307 is executed.

[0077] Step S306: If the number of clamping attempts does not exceed the preset number of clamping attempts, return to the step of monitoring the wheel speed signal of the vehicle.

[0078] Specifically, if the number of re-clamping times N does not exceed the preset number of re-clamping times, the boost charging continues, and the wheel speed signal of the vehicle continues to be monitored. When the vehicle is detected to have moved, the charging current and clamping force are adjusted according to steps S303 to S305 until the number of re-clamping times N exceeds the preset number of re-clamping times, and then step S307 is executed.

[0079] In step S307, if the number of clamping cycles exceeds the preset number of clamping cycles, the boost charging is stopped and a charging error message is sent to the user.

[0080] Specifically, if the number of re-clamping attempts N exceeds the preset number of re-clamping attempts, the boost charging process will be stopped, and the driver or user will be notified that the vehicle is experiencing a charging abnormality.

[0081] This embodiment limits the number of reclamping cycles to prevent the system from falling into an endless adjustment loop due to unexpected situations such as sensor drift, mechanical performance degradation, or encountering extreme slopes, thus ensuring deterministic safety response. When the number of reclamping cycles is exhausted, charging is actively stopped and a clear prompt is sent to remind the driver to check the vehicle's condition, improving system maintainability.

[0082] The parking control method for charging vehicles provided in this embodiment gradually increases the charging current during the boost charging process and monitors whether the vehicle moves. If the vehicle moves even slightly, the charging current is reduced and the clamping force of the parking calipers is increased to weaken the unexpected torque generated by the charging current, thereby preventing uncontrollable movement of the vehicle. Furthermore, by recording the number of re-clamping cycles, boost charging continues while monitoring vehicle movement until the re-clamping cycles are exhausted. This avoids the efficiency loss caused by completely terminating charging upon a single triggering of vehicle movement, allowing the vehicle to maintain charging for a certain period under different operating conditions, significantly improving functional usability and user experience. By adjusting the current and clamping force multiple times, the vehicle's stable state is maintained, thereby optimizing charging efficiency and system safety and reliability.

[0083] The parking control scheme of the present invention will be described in detail below with reference to a specific application example.

[0084] like Figure 4 As shown, the charging controller determines whether the vehicle is in a boost charging state. When it is not in a boost charging state, such as in a regular fast charging or slow charging state, the parking brake controller determines the appropriate clamping force according to the current slope based on the preset program, so as to extend the service life of the parking caliper and the brake noise silencing pad.

[0085] When in boost charging mode, the charging controller sends a boost charging flag. Upon receiving this flag via the CAN bus, the parking brake controller clamps the parking caliper according to a preset clamping force. Once clamped in place, the parking brake controller sends a clamping complete flag. Simultaneously, upon receiving the boost charging flag, the vehicle controller sends a prohibition on parking release flag. Upon receiving this prohibition on parking release flag, the parking brake controller will not respond to parking caliper release requests via the CAN bus.

[0086] Subsequently, upon receiving the clamping status flag, the charging controller begins to increase the charging current. The rate of current increase can be set according to a preset value, such as 1 A / s. Simultaneously, the parking brake controller continuously receives wheel speed signals from the wheel speed sensors of the left and right parking wheels. The wheel speed sensor module collects the pulse count of the left and right parking wheels every cycle T. If the sum of the pulse counts of the left and right parking wheels exceeds a preset pulse count (such as 3) for M consecutive cycles (e.g., 20), it is determined that the wheel has moved.

[0087] After the wheels move, the parking brake controller sends a charging current increase limit flag. When the charging controller detects this flag, it stops the charging current from increasing. It then reduces the charging current by a preset amount, and subsequently continues charging at the reduced target current. Simultaneously, it adjusts the clamping force according to a preset increment to re-clamp the parking caliper, and increments the re-clamping count by 1. The current re-clamping count is recorded as N and transmitted to the charging controller via the communication line. Upon receiving the re-clamping count, the charging controller compares it to the preset re-clamping count. If the re-clamping count N does not exceed the preset count, charging continues; if the re-clamping count N exceeds the preset count, charging stops.

[0088] The parking brake controller then continues to increase the voltage and charge the vehicle, while continuously monitoring whether the wheels are moving. If the wheels are detected to be moving again, the parking calipers are clamped again according to a preset increment, and the number of clamping attempts is incremented by 1. The current number of clamping attempts is recorded as N. After receiving the number of clamping attempts recorded as N, the charging controller compares it with the preset number of clamping attempts. If the number of clamping attempts has not exceeded the preset number, charging continues while monitoring whether the wheels are moving. If the preset number of clamping attempts has been exceeded, the voltage increase and charging are stopped and the driver is notified.

[0089] This invention can maximize the boost charging power while avoiding the impact of slope recognition, calibration and vehicle status differences. At the same time, it does not require recalibration for different vehicle models, thus improving the software's universality across different vehicle models and projects.

[0090] This invention determines whether a preset clamping force is needed by checking for the presence of a boost charging flag. If there is no boost charging requirement, the parking mechanism uses a clamping force corresponding to a predetermined slope to clamp the vehicle, thus extending the life of the parking caliper.

[0091] This invention does not require presetting the relationship between charging current, slope, and parking torque. The boost charging current only needs to be increased according to a calibrable preset slope until the wheel moves, thus obtaining the maximum charging current allowed by the vehicle under the current operating conditions.

[0092] This invention uses wheel speed sensors or the motor's own position sensor to detect whether the vehicle is moving, and continuously for a period of time to determine whether the unexpected torque generated by the boost charging current exceeds the vehicle's current movement limit. When the vehicle moves, a charging current increase limit flag is issued, then the charging current increase is stopped, the charging current is reduced, and the parking caliper clamps again, limiting the unexpected movement of the vehicle caused by excessive charging power.

[0093] This invention eliminates the need for slope detection and vehicle weight knowledge. It controls charging power solely based on minute vehicle displacement, while simultaneously employing a caliper for repeated clamping to ensure vehicle safety. Throughout the charging process, the parking caliper remains clamped, preventing uncontrollable or unexpected vehicle movement. It continuously detects any tendency for vehicle movement to prevent uncontrollable shifts. After the clamping cycle is exhausted, the boost charging process terminates, and the user is notified, ensuring vehicle safety.

[0094] This embodiment also provides a parking control device for a charging vehicle, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0095] This embodiment provides a parking control device for a charging vehicle, such as... Figure 5 As shown, it includes: The first processing module 501 is used to respond to the vehicle's boost charging request and control the parking caliper to clamp with a preset clamping force. The second processing module 502 is used to increase the charging current of the vehicle during boost charging and monitor the wheel speed signal of the vehicle after the parking caliper is detected to be clamped in place. The third processing module 503 is used to reduce the current charging current to obtain the target charging current and increase the current clamping force to obtain the target clamping force when it is determined that the vehicle has moved based on the wheel speed signal. The fourth processing module 504 is used to perform boost charging based on the target charging current and to control the parking caliper to clamp based on the target clamping force.

[0096] In some alternative implementations, after responding to a vehicle's boost charging request, the first processing module 501 is further configured to: The vehicle's parking caliper release request was refused.

[0097] In some optional implementations, the second processing module 502 is further configured to: gradually increase the charging current of the vehicle during boost charging at a preset rate; The third processing module 503 is also used to: reduce the current charging current by a preset reduction amount.

[0098] In some optional implementations, the wheel speed signal includes the first pulse count of the left parking wheel speed sensor and the second pulse count of the right parking wheel speed sensor, acquired over multiple consecutive cycles; the third processing module 503 is further configured to: Calculate the sum of the first pulse count and the second pulse count acquired in each cycle; Based on the sum of pulse counts, determine whether the vehicle has a movement trend in each cycle; If a vehicle is detected to have a moving trend for a continuous first preset number of cycles, then it is determined that the vehicle has moved.

[0099] In some optional implementations, the third processing module 503 is further configured to: For each cycle, if the sum of the pulse counts corresponding to the cycle exceeds the preset pulse count, then the vehicle has a tendency to move within the cycle.

[0100] In some optional implementations, the wheel speed signal includes the rotor angle change from the motor position sensor acquired over multiple consecutive cycles; the third processing module 503 is further configured to: For each cycle, if the change in rotor angle corresponding to the cycle is detected to exceed the preset angle, it is determined that the vehicle has a moving trend within the cycle. If a vehicle is detected to have a moving trend for a second preset number of consecutive cycles, then it is determined that the vehicle has moved.

[0101] In some alternative implementations, after the parking caliper clamps based on the target clamping force, the fourth processing module 504 is further configured to: Record the number of times the device re-clamps, and determine whether the number of re-clamps exceeds the preset number of re-clamps; If the number of clamping attempts does not exceed the preset number of clamping attempts, return to the step of monitoring the vehicle's wheel speed signal.

[0102] In some optional implementations, the fourth processing module 504 is further configured to: If the number of clamping attempts exceeds the preset number, the voltage boost charging will stop, and a charging error message will be sent to the user.

[0103] The parking control device for charging vehicles provided in this embodiment of the invention can execute the parking control method for charging vehicles provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the various modules and units described above are the same as in the corresponding embodiments described above, and will not be repeated here.

[0104] Figure 6 This is a structural schematic diagram of a vehicle provided in an embodiment of the present invention.

[0105] The following is a detailed reference. Figure 6 The diagram illustrates a structural schematic suitable for implementing a vehicle according to an embodiment of the present invention. The vehicle may include a processor (e.g., a central processing unit, graphics processor, etc.) 601, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 602 or a program loaded from memory 608 into random access memory (RAM) 603. The RAM 603 also stores various programs and data required for vehicle operation. The processor 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0106] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, a touchscreen, touchpad, keyboard, mouse, camera, microphone, accelerometer, gyroscope, etc.; output devices 607 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; memory devices 608 including, for example, magnetic tape, hard disk, etc.; and communication devices 609. Communication device 609 allows the vehicle to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 6 Vehicles with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0107] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 609, or installed from a memory 608, or installed from a ROM 602. When the computer program is executed by the processor 601, it performs the functions defined in the parking control method for a charging vehicle according to embodiments of the present invention.

[0108] Figure 6 The vehicle shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of the present invention.

[0109] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the parking control method for a charging vehicle shown in the above embodiments is implemented.

[0110] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0111] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A parking control method for a charging vehicle, characterized in that, The method includes: In response to the vehicle's boost charging request, the parking caliper is controlled to clamp with a preset clamping force; Once the parking caliper is detected to be clamped in place, the charging current of the vehicle during boost charging is increased, and the wheel speed signal of the vehicle is monitored. When it is determined that the vehicle has moved based on the wheel speed signal, the current charging current is reduced to obtain the target charging current, and the current clamping force is increased to obtain the target clamping force. The target charging current is used to boost the charging voltage, and the target clamping force is used to control the parking caliper to clamp.

2. The parking control method for a charging vehicle according to claim 1, characterized in that, The wheel speed signal includes the first pulse count of the left parking wheel speed sensor and the second pulse count of the right parking wheel speed sensor, which are collected in multiple consecutive cycles. Determining that the vehicle has moved based on the wheel speed signal includes: Calculate the sum of the first pulse count and the second pulse count acquired in each cycle; Based on the sum of the pulse counts, it is determined whether the vehicle has a movement trend in each cycle; If the vehicle is detected to have a moving trend for a first preset number of consecutive cycles, then it is determined that the vehicle has moved.

3. The parking control method for a charging vehicle according to claim 2, characterized in that, The step of determining whether the vehicle has a movement trend in each cycle based on the sum of the pulse numbers includes: For each cycle, if the sum of the number of pulses corresponding to the cycle is detected to exceed the preset number of pulses, then the vehicle has a moving trend within the cycle.

4. The parking control method for a charging vehicle according to claim 1, characterized in that, The wheel speed signal includes the rotor angle change of the motor position sensor collected in multiple consecutive cycles; Determining that the vehicle has moved based on the wheel speed signal includes: For each cycle, if the change in rotor angle corresponding to the cycle is detected to exceed a preset angle, it is determined that the vehicle has a moving trend within the cycle. If the vehicle is detected to have a moving trend for a second preset number of consecutive cycles, then it is determined that the vehicle has moved.

5. The parking control method for a charging vehicle according to any one of claims 1-4, characterized in that, After controlling the parking caliper to clamp based on the target clamping force, the method further includes: Record the number of re-clamping cycles and determine whether the number of re-clamping cycles exceeds the preset number of re-clamping cycles; If the number of re-clamping attempts does not exceed the preset number of re-clamping attempts, return to the step of monitoring the wheel speed signal of the vehicle.

6. The parking control method for a charging vehicle according to claim 5, characterized in that, The method further includes: If the number of re-clamping attempts exceeds the preset number of re-clamping attempts, the boost charging will stop, and a charging error message will be sent to the user.

7. The parking control method for a charging vehicle according to any one of claims 1-4, characterized in that, The method of increasing the charging current of the vehicle during boost charging includes: The charging current of the vehicle during boost charging is gradually increased at a preset rate. The reduction of the current charging current includes: The current charging current is reduced by a preset amount.

8. The parking control method for a charging vehicle according to any one of claims 1-4, characterized in that, Following a boost charging request from the vehicle, the method further includes: The vehicle's parking caliper release request was refused.

9. A parking control device for a charging vehicle, characterized in that, The device includes: The first processing module is used to respond to the vehicle's boost charging request and control the parking caliper to clamp with a preset clamping force. The second processing module is used to increase the charging current of the vehicle during boost charging and monitor the wheel speed signal of the vehicle after the parking caliper is detected to be clamped in place. The third processing module is used to reduce the current charging current to obtain the target charging current and increase the current clamping force to obtain the target clamping force when it is determined that the vehicle has moved based on the wheel speed signal. The fourth processing module is used to perform boost charging based on the target charging current and to control the parking caliper to clamp based on the target clamping force.

10. A vehicle, characterized in that, include: A memory and a processor are communicatively connected, the memory stores computer instructions, and the processor executes the computer instructions to perform the parking control method for a charging vehicle as described in any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to execute the parking control method for the charging vehicle according to any one of claims 1 to 8.

12. A computer program product, characterized in that, Includes computer instructions for causing a computer to execute the parking control method for a charging vehicle as described in any one of claims 1 to 8.

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