Longitudinal driving method, device, vehicle and medium for automatic parking of traditional fuel vehicle

Abstract

The application discloses a longitudinal driving method, device, vehicle and medium for automatic parking of a traditional fuel vehicle, which actively introduces a transmission controller TCU into a control loop of a parking working condition, introduces two interfaces of a longitudinal control signal and a target crawling speed to an IPB and the TCU respectively, and introduces a staged arbitration mechanism in an engine controller EMS, so that smooth starting of the vehicle is ensured, and the problems of speed unevenness and sudden starting of the traditional fuel vehicle in the automatic parking process are solved.

Description

Technical Field

[0001] This invention belongs to the field of automatic parking technology, and particularly relates to a longitudinal drive method, device, vehicle and medium for automatic parking of a traditional fuel vehicle. Background Technology

[0002] With the development of autonomous driving technology, automatic parking has become a standard feature in modern vehicles. During the longitudinal control process of automatic parking, the upper-level ADAS (Advanced Driving Assistance System) controller typically generates longitudinal control signals (such as distance-speed signals SV, or target acceleration / deceleration signals) based on perceived information such as the distance to surrounding obstacles. And send it to the electronic braking system IPB.

[0003] In current mainstream solutions, the electronic braking system (IPB) calculates the required braking and driving torques for the vehicle internally. The braking torque is executed by the IPB itself, while the driving torque is sent to the vehicle control unit (VCU) or engine control system (EMS) for execution.

[0004] The above solution applies to new energy vehicles. However, for traditional fuel vehicles, due to the presence of a transmission control unit (TCU) in the powertrain system, the drive force command directly sent from the powertrain control unit (IPB) to the electric motor system (EMS) needs to be transmitted to the wheels through the TCU during execution. (During this process, the TCU does not actively participate in the calculation of drive torque; it only passively transmits the drive torque calculated by the electronic braking system (IPB) to the wheels.) If the TCU experiences gear shifting or clutch state changes during this process, it will cause fluctuations in the drive force transmitted from the engine to the wheels, resulting in uneven vehicle speed, start-up shudder (secondary start-up), and other problems. This seriously affects the longitudinal control accuracy and user experience of traditional fuel vehicles during automatic parking. Summary of the Invention

[0005] Based on this, and in response to the aforementioned technical problems, a longitudinal drive method, device, vehicle, and medium for automatic parking of a conventional fuel vehicle are provided.

[0006] The technical solution adopted in this invention is as follows:

[0007] As a first aspect of the present invention, a longitudinal drive method for automatic parking of a conventional fuel vehicle is provided, characterized in that it includes:

[0008] In automatic parking mode, the ADAS controller determines the longitudinal control signal based on the target creep speed, sends the longitudinal control signal to the electronic braking system IPB, and sends the target creep speed to the transmission controller TCU.

[0009] The transmission controller TCU determines the first target driving torque based on the target creep speed according to its built-in creep speed closed-loop control strategy and sends it to the engine controller EMS. The transmission controller TCU monitors the electronic braking system IPB. When the electronic braking system IPB needs longitudinal braking, the first target driving torque is reset to 0.

[0010] The electronic braking system (IPB) determines the second target driving torque based on the longitudinal control signal and sends it to the engine controller (EMS).

[0011] The engine controller (EMS) arbitrates the first target driving torque and the second target driving torque to control the engine output: during the vehicle start-up phase of automatic parking, the engine output is controlled according to the second target driving torque; during the vehicle non-start-up phase of automatic parking, the engine output is controlled according to the first target driving torque.

[0012] As a second aspect of the present invention, a longitudinal drive device for automatic parking of a conventional fuel vehicle is provided, characterized in that it comprises:

[0013] The first module is used to determine the longitudinal control signal based on the target creep speed by the ADAS controller under automatic parking conditions, send the longitudinal control signal to the electronic braking system IPB, and send the target creep speed to the transmission controller TCU.

[0014] The second module is used by the transmission controller TCU to determine the first target driving torque based on the target creep speed according to the built-in creep speed closed-loop control strategy, and send it to the engine controller EMS. The transmission controller TCU monitors the electronic braking system IPB. When the electronic braking system IPB needs longitudinal braking, the first target driving torque is reset to 0.

[0015] The third module is used to determine the second target driving torque by the electronic braking system IPB based on the longitudinal control signal and send it to the engine controller EMS;

[0016] The fourth module is used to control the engine output after the engine controller (EMS) arbitrates the first target driving torque and the second target driving torque: during the vehicle start-up phase of automatic parking, the engine output is controlled according to the second target driving torque; during the vehicle non-start-up phase of automatic parking, the engine output is controlled according to the first target driving torque.

[0017] As a third aspect of the present invention, a vehicle is provided, characterized in that it includes an ADAS controller, an electronic braking system (IPB), a transmission controller (TCU), an engine controller (EMS), a storage module, and a processor, wherein the storage module includes instructions loaded and executed by the processor, the instructions, when executed, causing the processor to perform the longitudinal drive method for automatic parking of a conventional fuel vehicle as described in the first aspect above.

[0018] As a fourth aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing one or more programs, characterized in that, when the one or more programs are executed by a processor, they implement the longitudinal drive method for automatic parking of a conventional fuel vehicle as described in the first aspect above.

[0019] The beneficial effects of this invention are as follows:

[0020] 1. Significantly improved smoothness and stability during automatic parking:

[0021] By actively introducing the transmission control unit (TCU) into the control loop of the parking operation, and utilizing the original performance requirements of the TCU for smooth and stable speed control during low-speed crawling, as well as the relevant interaction strategies with the EMS, without adding additional matching and debugging work, it can effectively offset the speed disturbances caused by the passive triggering of TCU-related strategies due to gear shifting, clutch state changes, or equivalent gear ratio fluctuations. This fundamentally solves the problems of uneven speed and jerking that are common in traditional fuel vehicles during automatic parking.

[0022] 2. It balances the performance of preventing rollback during start-up with the accuracy of creep speed control:

[0023] This invention innovatively incorporates longitudinal control signals (such as target acceleration / deceleration) simultaneously. Two interfaces, one for the target creep speed (Tar_CreepSpd) and the other for the engine control unit (EMS), are provided to the IPB and the TCU respectively. A phased arbitration mechanism is introduced in the EMS. During the start-up phase, the driving torque calculated by the electronic braking system (IPB) is used to fully utilize the performance advantage of the IPB in controlling vehicle speed, ensuring a smooth start and effectively preventing backward roll. During the non-start-up phase, the system switches to responding to the driving torque of the TCU, utilizing the performance advantage of the TCU in controlling vehicle creep speed to achieve precise tracking of the target creep speed. Attached Figure Description

[0024] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments:

[0025] Figure 1 A flowchart of a longitudinal drive method for automatic parking of a conventional fuel vehicle provided in an embodiment of the present invention;

[0026] Figure 2 This is a schematic diagram of the structure of a longitudinal drive device for automatic parking of a conventional fuel vehicle provided in an embodiment of the present invention;

[0027] Figure 3 A schematic diagram of an electronic device provided in an embodiment of the present invention;

[0028] Figure 4 This is a schematic diagram of an embodiment of the present invention. Detailed Implementation

[0029] The embodiments of the present invention will be described below with reference to the accompanying drawings. It should be noted that the embodiments described in this specification are not exhaustive and do not represent the only embodiments of the present invention. The corresponding embodiments below are only for clearly illustrating the inventive content of this patent and are not intended to limit its implementation. For those skilled in the art, different variations and modifications can be made based on the embodiments described. Any variations or modifications that fall within the technical concept and inventive content of this invention and are obvious are also within the protection scope of this invention.

[0030] like Figure 1 and Figure 4 As shown in the figure, this application provides a longitudinal driving method for automatic parking of a conventional fuel vehicle, including:

[0031] S101. In automatic parking mode, the ADAS controller determines the longitudinal control signal based on the target creep speed, sends the longitudinal control signal to the electronic braking system IPB, and sends the target creep speed to the transmission controller TCU.

[0032] The ADAS controller obtains the target creep speed (Tar_CreepSpd) by sensing the distance to surrounding obstacles and other relevant strategies. For example, the target creep speed (Tar_CreepSpd) can be calculated based on the driving curvature strategy: the greater the curvature, the lower the target creep speed. The specific methods for calculating the target creep speed are conventional and will not be elaborated upon here.

[0033] In this embodiment, the longitudinal control signal includes a distance-maximum speed (SV) signal and / or target acceleration / deceleration (…). ).

[0034] S102. The transmission controller TCU determines the first target driving torque based on the target creep speed according to its built-in creep speed closed-loop control strategy and sends it to the engine controller EMS. The transmission controller TCU monitors the electronic braking system IPB. When the electronic braking system IPB needs longitudinal braking, the first target driving torque is reset to 0.

[0035] In automatic parking mode, the transmission control unit (TCU) enters crawl mode. Upon receiving the target crawl speed (Tar_CreepSpd) from the upper-level ADAS controller, its built-in crawl speed closed-loop control strategy calculates the corresponding first target driving torque (Tar_Torque1) by combining its own gear information, vehicle status, and road slope. This crawl speed closed-loop control strategy is derived by the TCU manufacturer based on vehicle performance matching; therefore, the specific calculation of the first target driving torque will not be detailed here. Furthermore, since the TCU's crawl speed closed-loop control strategy is essential to the entire vehicle, it does not incur additional work in calculating the first target driving torque based on the target crawl speed.

[0036] During the TCU closed-loop creep control phase, the TCU receives the BrakePressure signal from the IPB and determines whether the electronic braking system IPB needs longitudinal braking based on the BrakePressure signal. When there is braking force, the TCU sets the first target driving torque Tar_Toreque1 to 0, which ensures that the vehicle does not experience dragging due to the simultaneous presence of driving and braking.

[0037] S103. The electronic braking system IPB determines the second target driving torque based on the longitudinal control signal and sends it to the engine controller EMS.

[0038] In this embodiment, the longitudinal control signal is used as the target for acceleration and deceleration ( For example, the electronic braking system IPB receives the target acceleration / deceleration from the upper-level ADAS controller. Afterwards, based on information such as road slope and transmission gear position, the corresponding target braking torque (Tar_BrakeForce) and second target driving torque (Tar_Torque2) are calculated. The target braking torque (Tar_BrakeForce) is executed by the electronic braking system (IPB) itself to achieve longitudinal braking, while the second target driving torque (Tar_Torque2) is sent to the engine controller (EMS). The specific calculation process is a conventional technical method and will not be elaborated here.

[0039] S104. The engine controller (EMS) arbitrates the first target driving torque and the second target driving torque and then controls the engine output:

[0040] During the vehicle start-up phase of automatic parking, the interaction strategy of the electronic braking system IPB braking torque and driving torque is involved. That is, while increasing the driving force, the braking force needs to be released. The driving force and braking force need to be coordinated with each other. Therefore, the engine output is controlled according to the second target driving torque. Thus, the driving force and braking force are coordinated and unified by one node of IPB, which ensures the smoothness of vehicle start-up and prevents the vehicle from rolling backward and starting again.

[0041] During the non-starting phase of automatic parking (when the vehicle is not stationary), the engine output is controlled according to the first target driving torque, thereby executing the creep torque of the TCU to achieve the purpose of the vehicle creeping speed.

[0042] Among them, the vehicle speed is used to determine the non-starting stage of the vehicle. For example, the vehicle speed from a standstill to 0.25 kph is the starting stage, and the speed greater than 0.25 kph is the non-starting stage.

[0043] It should be noted that when the engine controller (EMS) controls the engine output, although the drive torque still needs to be transmitted to the wheels via the TCU, a first target drive torque (Tar_Torque1) is actively introduced. This first target drive torque is actually obtained in real time based on the TCU's own gear shifting or clutch state changes. Therefore, when the first target drive torque is transmitted to the wheels during the non-starting phase of the vehicle, there will be no fluctuation in the drive force. At the same time, when the second target drive torque is transmitted to the wheels during the starting phase of the vehicle, there will be no fluctuation in the drive force because the first target drive torque has been reset to 0 in S102. This avoids problems such as uneven vehicle speed and start-up vibration (second start) in the prior art.

[0044] As can be seen from the above, the beneficial effects of the longitudinal drive method for automatic parking of a conventional fuel vehicle provided in this application embodiment are as follows:

[0045] 1. Significantly improved smoothness and stability during automatic parking:

[0046] By actively introducing the transmission control unit (TCU) into the control loop of the parking operation, and utilizing the original performance requirements of the TCU for smooth and stable speed control during low-speed crawling, as well as the relevant interaction strategies with the EMS, without adding additional matching and debugging work, it can effectively offset the speed disturbances caused by the passive triggering of TCU-related strategies due to gear shifting, clutch state changes, or equivalent gear ratio fluctuations. This fundamentally solves the problems of uneven speed and jerking that are common in traditional fuel vehicles during automatic parking.

[0047] 2. It balances the performance of preventing rollback during start-up with the accuracy of creep speed control:

[0048] This invention innovatively incorporates longitudinal control signals (such as target acceleration / deceleration) simultaneously. Two interfaces, one for the target creep speed (Tar_CreepSpd) and the other for the engine control unit (EMS), are provided to the IPB and the TCU respectively. A phased arbitration mechanism is introduced in the EMS. During the start-up phase, the driving torque calculated by the electronic braking system (IPB) is used to fully utilize the performance advantage of the IPB in controlling vehicle speed, ensuring a smooth start and effectively preventing backward roll. During the non-start-up phase, the system switches to responding to the driving torque of the TCU, utilizing the performance advantage of the TCU in controlling vehicle creep speed to achieve precise tracking of the target creep speed.

[0049] The following will describe in detail one or more embodiments of the conventional fuel vehicle automatic parking longitudinal drive device. Those skilled in the art will understand that these devices can be configured using commercially available hardware components through the steps taught in this solution. Figure 2 The present invention illustrates a longitudinal drive device for automatic parking of a conventional fuel vehicle, comprising a first module 11, a second module 12, a third module 13, and a fourth module 14.

[0050] The first module 11 is used in S101. Under automatic parking conditions, the ADAS controller determines the longitudinal control signal based on the target creep speed, sends the longitudinal control signal to the electronic braking system IPB, and sends the target creep speed to the transmission controller TCU.

[0051] The ADAS controller obtains the target creep speed (Tar_CreepSpd) by sensing the distance to surrounding obstacles and other relevant strategies. For example, the target creep speed (Tar_CreepSpd) can be calculated based on the driving curvature strategy: the greater the curvature, the lower the target creep speed. The specific methods for calculating the target creep speed are conventional and will not be elaborated upon here.

[0052] In this embodiment, the longitudinal control signal includes a distance-maximum speed (SV) signal and / or target acceleration / deceleration (…). ).

[0053] The second module 12 is used in S102. The transmission controller TCU determines the first target driving torque based on the target creep speed according to the built-in creep speed closed-loop control strategy and sends it to the engine controller EMS. The transmission controller TCU monitors the electronic braking system IPB. When the electronic braking system IPB needs longitudinal braking, the first target driving torque is reset to 0.

[0054] In automatic parking mode, the transmission control unit (TCU) enters crawl mode. Upon receiving the target crawl speed (Tar_CreepSpd) from the upper-level ADAS controller, its built-in crawl speed closed-loop control strategy calculates the corresponding first target driving torque (Tar_Torque1) by combining its own gear information, vehicle status, and road slope. This crawl speed closed-loop control strategy is derived by the TCU manufacturer based on vehicle performance matching; therefore, the specific calculation of the first target driving torque will not be detailed here. Furthermore, since the TCU's crawl speed closed-loop control strategy is essential to the entire vehicle, it does not incur additional work in calculating the first target driving torque based on the target crawl speed.

[0055] During the TCU closed-loop creep control phase, the TCU receives the BrakePressure signal from the IPB and determines whether the electronic braking system IPB needs longitudinal braking based on the BrakePressure signal. When there is braking force, the TCU sets the first target driving torque Tar_Toreque1 to 0, which ensures that the vehicle does not experience dragging due to the simultaneous presence of driving and braking.

[0056] The third module 13 is used in S103, whereby the electronic braking system IPB determines the second target driving torque based on the longitudinal control signal and sends it to the engine controller EMS.

[0057] In this embodiment, the longitudinal control signal is used as the target for acceleration and deceleration ( For example, the electronic braking system IPB receives the target acceleration / deceleration from the upper-level ADAS controller. Afterwards, based on information such as road slope and transmission gear position, the corresponding target braking torque (Tar_BrakeForce) and second target driving torque (Tar_Torque2) are calculated. The target braking torque (Tar_BrakeForce) is executed by the electronic braking system (IPB) itself to achieve longitudinal braking, while the second target driving torque (Tar_Torque2) is sent to the engine controller (EMS). The specific calculation process is a conventional technical method and will not be elaborated here.

[0058] The fourth module 14 is used in S104 to control the engine output after the engine controller EMS arbitrates the first target driving torque and the second target driving torque.

[0059] During the vehicle start-up phase of automatic parking, the interaction strategy of the electronic braking system IPB braking torque and driving torque is involved. That is, while increasing the driving force, the braking force needs to be released. The driving force and braking force need to be coordinated with each other. Therefore, the engine output is controlled according to the second target driving torque. Thus, the driving force and braking force are coordinated and unified by one node of IPB, which ensures the smoothness of vehicle start-up and prevents the vehicle from rolling backward and starting again.

[0060] During the non-starting phase of automatic parking (when the vehicle is not stationary), the engine output is controlled according to the first target driving torque, thereby executing the creep torque of the TCU to achieve the purpose of the vehicle creeping speed.

[0061] Among them, the vehicle speed is used to determine the non-starting stage of the vehicle. For example, the vehicle speed from a standstill to 0.25 kph is the starting stage, and the speed greater than 0.25 kph is the non-starting stage.

[0062] It should be noted that when the engine controller (EMS) controls the engine output, although the drive torque still needs to be transmitted to the wheels via the TCU, a first target drive torque (Tar_Torque1) is actively introduced. This first target drive torque is actually obtained in real time based on the TCU's own gear shifting or clutch state changes. Therefore, when the first target drive torque is transmitted to the wheels during the non-starting phase of the vehicle, there will be no fluctuation in the drive force. At the same time, when the second target drive torque is transmitted to the wheels during the starting phase of the vehicle, there will be no fluctuation in the drive force because the first target drive torque has been reset to 0 in S102. This avoids problems such as uneven vehicle speed and start-up vibration (second start) in the prior art.

[0063] In summary, the longitudinal drive device for automatic parking of conventional fuel vehicles provided in the above embodiments can execute the longitudinal drive method for automatic parking of conventional fuel vehicles provided in the foregoing embodiments.

[0064] Similar to the above concept, Figure 3 A schematic block diagram of the structure of a vehicle provided by an embodiment of the present invention is shown.

[0065] For example, the vehicle includes an ADAS controller 21, an electronic braking system IPB 22, a transmission controller TCU 23, an engine controller EMS 24, a storage module 25, and a processor 26. The storage module 25 includes instructions loaded and executed by the processor 26, which, when executed, cause the processor 26 to perform the steps described in the above section of this specification, which describes a longitudinal driving method for automatic parking of a conventional fuel vehicle, according to various exemplary embodiments of the present invention.

[0066] It should be understood that processor 26 can be a Central Processing Unit (CPU), or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. Among these, a general-purpose processor can be a microprocessor or any conventional processor.

[0067] This invention also provides a computer-readable storage medium storing one or more programs that, when executed by a processor, implement the steps described in the above section on a conventional fuel vehicle automatic parking longitudinal drive method according to various exemplary embodiments of the invention.

[0068] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer-readable storage media (or non-transitory media) and communication media (or transient media).

[0069] As is known to those skilled in the art, the term computer-readable storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer-readable storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0070] For example, the computer-readable storage medium may be an internal storage unit of the vehicle described in the foregoing embodiments, such as a hard drive or memory of an electronic device. The computer-readable storage medium may also be an external storage device of the electronic device, such as a plug-in hard drive, SmartMediaCard (SMC), SecureDigital (SD) card, FlashCard, etc., equipped on the electronic device.

[0071] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A longitudinal drive method for automatic parking of a conventional fuel vehicle, characterized in that, include: In automatic parking mode, the ADAS controller determines the longitudinal control signal based on the target creep speed, sends the longitudinal control signal to the electronic braking system IPB, and sends the target creep speed to the transmission controller TCU. The transmission controller TCU determines the first target driving torque based on the target creep speed according to its built-in creep speed closed-loop control strategy and sends it to the engine controller EMS. The transmission controller TCU monitors the electronic braking system IPB. When the electronic braking system IPB needs longitudinal braking, the first target driving torque is reset to 0. The electronic braking system (IPB) determines the second target driving torque based on the longitudinal control signal and sends it to the engine controller (EMS). The engine controller (EMS) arbitrates the first target driving torque and the second target driving torque to control the engine output: during the vehicle start-up phase of automatic parking, the engine output is controlled according to the second target driving torque; during the vehicle non-start-up phase of automatic parking, the engine output is controlled according to the first target driving torque.

2. The longitudinal drive method for automatic parking of a conventional fuel vehicle according to claim 1, characterized in that, The longitudinal control signal includes a distance-maximum speed signal and / or target acceleration / deceleration.

3. A longitudinal drive device for automatic parking of a conventional fuel vehicle, characterized in that, include: The first module is used to determine the longitudinal control signal based on the target creep speed by the ADAS controller under automatic parking conditions, send the longitudinal control signal to the electronic braking system IPB, and send the target creep speed to the transmission controller TCU. The second module is used by the transmission controller TCU to determine the first target driving torque based on the target creep speed according to the built-in creep speed closed-loop control strategy, and send it to the engine controller EMS. The transmission controller TCU monitors the electronic braking system IPB. When the electronic braking system IPB needs longitudinal braking, the first target driving torque is reset to 0. The third module is used to determine the second target driving torque by the electronic braking system IPB based on the longitudinal control signal and send it to the engine controller EMS; The fourth module is used to control the engine output after the engine controller (EMS) arbitrates the first target driving torque and the second target driving torque: during the vehicle start-up phase of automatic parking, the engine output is controlled according to the second target driving torque; during the vehicle non-start-up phase of automatic parking, the engine output is controlled according to the first target driving torque.

4. A vehicle, characterized in that, It includes an ADAS controller, an electronic braking system (IPB), a transmission controller (TCU), an engine controller (EMS), a storage module, and a processor. The storage module includes instructions loaded and executed by the processor, which, when executed, cause the processor to perform a longitudinal drive method for automatic parking of a conventional fuel vehicle according to any one of claims 1-2.

5. A computer-readable storage medium storing one or more programs, characterized in that, When the one or more programs are executed by the processor, they implement the longitudinal drive method for automatic parking of a conventional fuel vehicle as described in any one of claims 1-2.

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