Vehicle component stress relief method, apparatus, and vehicle

Abstract

This application relates to a method, apparatus, and vehicle for stress relief of vehicle components. The method includes: when the vehicle meets stress accumulation conditions (including the vehicle being in P gear) and stress relief execution conditions, shifting the vehicle's gear from P to N gear; after the caliper braking force increases to a braking force threshold, requesting the vehicle's EPB status signal to change from a clamped state to a released state; subsequently reducing the caliper braking force from the braking force threshold; and, when the stress is partially relieved, maintaining the caliper braking force for a first preset duration; after continuing for the first preset duration, restoring the caliper braking force to the braking force threshold; and finally, restoring the vehicle to a stable state. By adjusting the vehicle to allow for brief movement to eliminate stress accumulated on vehicle components, the timely stress relief of the vehicle components is ensured.

Description

Technical Field

[0001] This application relates to the field of vehicle engineering technology, and in particular to a method, apparatus and vehicle for stress relief of vehicle components. Background Technology

[0002] Modern cars are composed of multiple parts that work together to complete various actions such as driving, reversing, and parking. During vehicle operation, the pressure on the parts due to their functions can be released during movement. However, when the vehicle is reversing or parking, it is stationary and the stress cannot be released for a long time, which may lead to damage to the car parts and increase the risk of driving.

[0003] However, current vehicle control methods suffer from the problem of untimely stress release of vehicle components. Summary of the Invention

[0004] Based on this, this application addresses the aforementioned technical problems by providing a method, apparatus, vehicle, computer-readable storage medium, and computer program product for stress relief of vehicle components that can reduce the risk of stress accumulation and improve the timeliness of stress relief.

[0005] In a first aspect, this application provides a stress relief method for vehicle components, including:

[0006] Under the condition that the vehicle meets the stress accumulation condition, the current vehicle status information is obtained; the stress accumulation condition includes that the vehicle is in P gear.

[0007] If the current vehicle status information meets the stress relief execution conditions, the vehicle gear is switched from P to N, and after the vehicle's caliper braking force increases to the braking force threshold, the vehicle's EPB status signal is requested to be changed from the clamped state to the released state.

[0008] The vehicle's caliper braking force is reduced from the braking force threshold, and the vehicle's caliper braking force is maintained for a first preset duration when the current vehicle status information meets the condition that the stress has been partially eliminated. After the first preset duration, the caliper braking force is restored to the braking force threshold to complete the stress elimination of the vehicle components.

[0009] In conjunction with the first aspect, in one embodiment, the braking force threshold is obtained through the following steps:

[0010] Acquire the vehicle's original braking force threshold, vehicle slope signal, and vehicle load information;

[0011] The original braking force threshold is corrected based on the vehicle slope signal and vehicle load information to obtain the braking force threshold.

[0012] In conjunction with the first aspect, in an exemplary embodiment, when the vehicle is identified to have a suspension system, vehicle load information is obtained through the following steps:

[0013] Obtain the vehicle's suspension height setpoint and actual suspension height; the actual suspension height is less than the suspension height setpoint.

[0014] Vehicle load information is obtained based on the suspension height setting, the actual suspension height, and the equivalent vertical stiffness of the suspension system.

[0015] In conjunction with the first aspect, in one embodiment, when it is identified that the vehicle does not have a suspension system, the vehicle load information is obtained through the following steps:

[0016] Obtain the vehicle's original load information, passenger load information, and vehicle redundant load information;

[0017] The vehicle load information is obtained based on the original vehicle load information, the occupant load information, and the vehicle redundant load information.

[0018] In conjunction with the first aspect, in an exemplary embodiment, the original braking force threshold is corrected based on the vehicle slope signal and vehicle load information to obtain a braking force threshold, including:

[0019] The first caliper braking force correction coefficient is obtained based on the signal value of the vehicle slope signal; the first caliper braking force correction coefficient is positively correlated with the absolute value of the signal value.

[0020] The second caliper braking force correction coefficient is obtained based on vehicle load information;

[0021] The original braking force threshold is corrected based on the first caliper braking force correction coefficient and the second caliper braking force correction coefficient to obtain the braking force threshold.

[0022] In conjunction with the first aspect, in one embodiment, the original braking force threshold is corrected according to the first caliper braking force correction coefficient and the second caliper braking force correction coefficient to obtain the braking force threshold, including:

[0023] The maximum value between the first caliper braking force correction coefficient and the second caliper braking force correction coefficient is determined as the target caliper braking force correction coefficient.

[0024] The original braking force threshold is corrected using the target caliper braking force correction coefficient to obtain the braking force threshold.

[0025] In conjunction with the first aspect, in one embodiment, the method further includes:

[0026] Obtain the wheel speed signal and motor speed signal of the vehicle from the current vehicle status information;

[0027] If the signal value of any wheel speed signal is greater than the preset first wheel speed threshold, or the signal value of the motor speed signal is greater than the preset first speed threshold, the current vehicle status information indicates that the vehicle meets the condition that the stress has been partially eliminated.

[0028] In conjunction with the first aspect, in an exemplary embodiment, after acquiring the vehicle's wheel speed signal and motor speed signal, the method further includes:

[0029] If the signal value of any wheel speed signal is greater than the preset second wheel speed threshold, or the signal value of the motor speed signal is greater than the preset second speed threshold, the vehicle gear is switched from N to P, and the EPB status signal is changed from the release state to the clamping state, and the caliper braking force is released after a second preset duration; the second wheel speed threshold is greater than the first wheel speed threshold, the second speed threshold is greater than the first speed threshold, and the second preset duration is greater than the first preset duration.

[0030] In conjunction with the first aspect, in one embodiment, the method further includes:

[0031] Obtain vehicle door status signals, vehicle slope signals, and vehicle radar signals from the current vehicle status information;

[0032] When the door status signal indicates that all the vehicle doors are closed, and the vehicle slope signal value is less than or equal to a preset slope threshold, the distance between the vehicle and each obstacle is obtained based on the vehicle radar signal.

[0033] If the interval distance is greater than the preset interval distance threshold, the current vehicle status information is determined to indicate that the vehicle meets the stress relief execution conditions.

[0034] In conjunction with the first aspect, in one embodiment, the EPB status signal is changed from a release state to a clamping state, and the caliper braking force is released after a second preset duration, including:

[0035] The clamping time and motor speed consumed for the EPB status signal to completely transition to the clamping state;

[0036] Based on the clamping time, motor speed, and target mapping relationship, the corresponding torque release gradient is obtained. The target mapping relationship is used to indicate the mapping relationship between clamping time, motor speed, and torque gradient.

[0037] After a second preset duration, the caliper braking force is released according to the torque release gradient.

[0038] In conjunction with the first aspect, in an exemplary embodiment, the corresponding torque release gradient is obtained based on the clamping time, motor speed, and target mapping relationship, including:

[0039] The initial torque release gradient is obtained based on the clamping time, motor speed, and target mapping relationship;

[0040] The number of braking operations within the target time period is obtained, and the initial torque release gradient is corrected based on the number of braking operations to obtain the torque release gradient.

[0041] Secondly, this application also provides a stress relief device for vehicle components, comprising:

[0042] The acquisition module is used to acquire the current vehicle status information of the vehicle when the vehicle meets the stress accumulation condition; the stress accumulation condition includes the vehicle being in P gear.

[0043] The adjustment module is used to switch the vehicle gear from P to N when the current vehicle status information meets the stress relief execution conditions, and to request the vehicle's EPB status signal to change from the clamped state to the released state after the vehicle's caliper braking force increases to the braking force threshold.

[0044] The clearing module is used to reduce the caliper braking force of the vehicle from the braking force threshold, and maintain the caliper braking force of the vehicle for a first preset time period when the current vehicle status information meets the condition that the stress has been partially eliminated, and restore the caliper braking force to the braking force threshold after the first preset time period, so as to complete the stress elimination of the vehicle components.

[0045] Thirdly, this application also provides a vehicle, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to perform the following steps:

[0046] Under the condition that the vehicle meets the stress accumulation condition, the current vehicle status information is obtained; the stress accumulation condition includes that the vehicle is in P gear.

[0047] If the current vehicle status information meets the stress relief execution conditions, the vehicle gear is switched from P to N, and after the vehicle's caliper braking force increases to the braking force threshold, the vehicle's EPB status signal is requested to be changed from the clamped state to the released state.

[0048] The vehicle's caliper braking force is reduced from the braking force threshold, and the vehicle's caliper braking force is maintained for a first preset duration when the current vehicle status information meets the condition that the stress has been partially eliminated. After the first preset duration, the caliper braking force is restored to the braking force threshold to complete the stress elimination of the vehicle components.

[0049] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the following steps:

[0050] Under the condition that the vehicle meets the stress accumulation condition, the current vehicle status information is obtained; the stress accumulation condition includes that the vehicle is in P gear.

[0051] If the current vehicle status information meets the stress relief execution conditions, the vehicle gear is switched from P to N, and after the vehicle's caliper braking force increases to the braking force threshold, the vehicle's EPB status signal is requested to be changed from the clamped state to the released state.

[0052] The vehicle's caliper braking force is reduced from the braking force threshold, and the vehicle's caliper braking force is maintained for a first preset duration when the current vehicle status information meets the condition that the stress has been partially eliminated. After the first preset duration, the caliper braking force is restored to the braking force threshold to complete the stress elimination of the vehicle components.

[0053] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, performs the following steps:

[0054] Under the condition that the vehicle meets the stress accumulation condition, the current vehicle status information is obtained; the stress accumulation condition includes that the vehicle is in P gear.

[0055] If the current vehicle status information meets the stress relief execution conditions, the vehicle gear is switched from P to N, and after the vehicle's caliper braking force increases to the braking force threshold, the vehicle's EPB status signal is requested to be changed from the clamped state to the released state.

[0056] The vehicle's caliper braking force is reduced from the braking force threshold, and the vehicle's caliper braking force is maintained for a first preset duration when the current vehicle status information meets the condition that the stress has been partially eliminated. After the first preset duration, the caliper braking force is restored to the braking force threshold to complete the stress elimination of the vehicle components.

[0057] The aforementioned vehicle component stress relief method, device, vehicle, computer-readable storage medium, and computer program product, when the vehicle meets stress accumulation conditions including the vehicle's gear being in P (Park) gear, acquire the vehicle's current state information. If the current vehicle state information indicates that the vehicle meets the stress relief execution conditions, the vehicle gear is switched from P to N (Neutral). After the vehicle's caliper braking force increases to a braking force threshold, the vehicle's EPB (Electronic Braking Brake) signal is requested to change from a clamped state to a released state. Subsequently, the vehicle's caliper braking force is reduced from the braking force threshold. If the current vehicle state information indicates that the vehicle meets the condition of partial stress relief, the vehicle's caliper braking force is maintained for a first preset duration. After the first preset duration, the caliper braking force is restored to the braking force threshold to complete the stress relief of the vehicle components. Finally, the vehicle is restored to a stable state. In the event of stress accumulation, by adjusting the vehicle's gear, EPB signal, and caliper braking force, the vehicle is briefly moved to relieve stress on the vehicle components, thereby ensuring timely stress relief, improving the service life of the vehicle components, and ensuring the stability of vehicle operation. Attached Figure Description

[0058] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0059] Figure 1 This is a diagram illustrating the application environment of a stress relief method for vehicle components in one embodiment.

[0060] Figure 2 This is a flowchart illustrating a stress relief method for vehicle components in one embodiment;

[0061] Figure 3 This is a logic framework diagram of a stress relief method for vehicle components in one embodiment;

[0062] Figure 4 The following is a flowchart illustrating the implementation logic of the stress relief method for vehicle components in another embodiment;

[0063] Figure 5 This is a time-rotation speed-gradient correspondence diagram in one embodiment;

[0064] Figure 6 This is a structural block diagram of a vehicle component stress relief device in one embodiment;

[0065] Figure 7This is a diagram of the internal structure of a vehicle in one embodiment. Detailed Implementation

[0066] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0067] The stress relief method for vehicle components provided in this application embodiment can be applied to, for example... Figure 1 The application environment shown is illustrated in one example scenario where the vehicle is in the process of reversing and parking. The vehicle is equipped with various types of onboard sensors and is composed of multiple control systems. The vehicle controller 102, domain controller, or other controllers can be used to control the operation of the maintenance vehicle.

[0068] Taking the vehicle controller as the control center as an example, when the vehicle meets the stress accumulation scenario conditions, the vehicle controller 102 obtains the current vehicle status information. The stress accumulation scenario conditions include the vehicle being in P gear, and when the current vehicle status information indicates that the vehicle meets the stress relief execution conditions, the vehicle is switched from P gear to N gear. After the vehicle's caliper braking force increases to the braking force threshold, the vehicle's EPB status signal is requested to be released from the clamped state. Subsequently, the vehicle's caliper braking force is reduced from the braking force threshold. When the current vehicle status information indicates that the vehicle meets the condition that the stress has been partially relieved, the vehicle's caliper braking force is maintained for a first preset duration. After the first preset duration, the caliper braking force is restored to the braking force threshold to complete the stress relief of the vehicle components. Finally, the vehicle is switched from N gear to P gear, and the EPB status signal is requested to be clamped from the released state. After a second preset duration, the caliper braking force is released.

[0069] In one exemplary embodiment, such as Figure 2 As shown, a stress relief method for vehicle components is provided, which can be applied to... Figure 1 Taking the vehicle controller 102 as an example, the explanation includes the following steps S201 to S203. Wherein:

[0070] Step S201: Under the condition that the vehicle meets the stress accumulation condition, obtain the current vehicle status information; the stress accumulation scenario condition includes that the vehicle is in P gear.

[0071] Among them, stress can be understood as the force borne by a unit area of ​​a material, stress accumulation can be understood as the situation where the force on a vehicle structural component is concentrated and cannot be released, and the current vehicle status information can be understood as quantitative description information used to describe the current state of the vehicle, including external environmental information and its own status information, which may include door status signals, vehicle slope signals, vehicle radar signals, wheel speed signals and motor speed signals, etc.

[0072] For example, the vehicle controller 102 identifies the vehicle's gear position signal and counts the number of air suspension adjustments, such as counting the number of times the suspension rises or falls, and identifies the vehicle's power supply. When the vehicle gear position signal is always in P gear (parking gear, the vehicle is locked and cannot slide), and the number of adjustments is greater than a set adjustment number threshold, and the vehicle power supply is switched to a power-off state, it is determined that the vehicle meets the stress accumulation scenario conditions. Subsequently, the vehicle controller 102 acquires the current vehicle status information, including door status signals, vehicle slope signals, vehicle radar signals, wheel speed signals, and motor speed signals.

[0073] Step S202: If the current vehicle status information indicates that the vehicle meets the stress relief execution conditions, the vehicle gear is switched from P to N, and after the vehicle's caliper braking force increases to the braking force threshold, the vehicle's EPB status signal is requested to be changed from the clamped state to the released state.

[0074] Among them, the stress relief execution condition can be understood as the pre-set vehicle state conditions that the vehicle must meet to enter the stress relief logic, the caliper braking force can be understood as the friction force applied to the brake disc by the brake caliper (through the brake pads), and the EPB (Electric Parking Brake) status signal can be understood as the electronic switch signal or data frame information, which is used to indicate the current working state of the electronic parking brake system.

[0075] Optionally, when all door status signals are valid and closed, and the vehicle slope signal value is less than or equal to a preset slope threshold, the distance between the vehicle and each obstacle is further obtained based on the vehicle radar signal. Then, based on each distance, wheel speed signal, and motor speed signal, it is determined whether the vehicle meets the stress relief execution conditions. If the stress relief execution conditions are met, the vehicle controller 102 switches the vehicle gear from P to N (neutral, the wheels are not connected to the power and can slip briefly), increases the vehicle's caliper braking force to the braking force threshold, and after the caliper braking force is increased to the braking force threshold, requests the vehicle's EPB status signal to change from the clamped state to the released state.

[0076] Step S203: Reduce the caliper braking force of the vehicle from the braking force threshold, and maintain the caliper braking force of the vehicle for a first preset time period when the current vehicle status information indicates that the vehicle meets the condition that the stress has been partially eliminated. After the first preset time period, restore the caliper braking force to the braking force threshold to complete the stress elimination of the vehicle components.

[0077] The condition that stress has been partially eliminated can be understood as a pre-set explicit state condition for stress release of the end component that the vehicle needs to meet. This can include the signal value of any wheel speed signal being greater than a preset first wheel speed threshold, or the signal value of the motor speed signal being greater than a preset first speed threshold. The first preset duration can be understood as a redundant recovery time to ensure that the relevant components can still operate normally after adjustment. The first preset duration can be set as a timer threshold value for vehicle control.

[0078] For example, the vehicle controller 102 gradually reduces the caliper braking force of the vehicle from the braking force threshold, and determines whether the vehicle meets the condition that the stress has been partially eliminated based on the wheel speed signal and the motor speed signal. If the vehicle meets the condition that the stress has been partially eliminated, the caliper braking force of the vehicle is maintained for a first preset time period, and after the first preset time period, the caliper braking force is restored to the braking force threshold. By briefly sliding the vehicle, the stress of the vehicle components is eliminated. Then, the vehicle controller 102 switches the vehicle gear from N gear to P gear to ensure that the vehicle is locked and does not roll away, and changes the EPB status signal from the release state to the clamping state. After the EPB status signal changes to the clamping state for a second preset time period, the caliper braking force is released, and then a vehicle sleep signal is generated. Under the instruction of the vehicle sleep signal, the vehicle sleep is executed to avoid unnecessary resource consumption caused by the standby of various vehicle components.

[0079] In the aforementioned vehicle component stress relief method, when the vehicle meets the stress accumulation conditions, including the vehicle being in P gear, the current vehicle state information is acquired. If the current vehicle state information indicates that the vehicle meets the stress relief execution conditions, the vehicle gear is switched from P gear to N gear. After the vehicle's caliper braking force increases to the braking force threshold, the vehicle's EPB state signal is requested to change from the clamped state to the released state. Subsequently, the vehicle's caliper braking force is reduced from the braking force threshold. If the current vehicle state information indicates that the vehicle meets the condition that the stress has been partially relieved, the vehicle's caliper braking force is maintained for a first preset time period. After the first preset time period, the caliper braking force is restored to the braking force threshold to complete the stress relief of the vehicle component. Finally, the vehicle is restored to a stable state. In the case of stress accumulation, by adjusting the vehicle's gear, EPB state signal, and caliper braking force, the vehicle is briefly moved to relieve stress on the vehicle components, thereby ensuring the timeliness of stress relief for the vehicle components, improving the service life of the vehicle components, and ensuring the stability of vehicle operation.

[0080] In one embodiment, the braking force threshold is obtained through the following steps: obtaining the original braking force threshold for the vehicle, the vehicle slope signal, and the vehicle load information; and correcting the original braking force threshold based on the vehicle slope signal and the vehicle load information to obtain the braking force threshold.

[0081] Among them, the vehicle slope signal can be understood as the slope information of the road where the vehicle is located, and the vehicle load information can be understood as the total weight of the vehicle.

[0082] For example, before the vehicle is officially sold, relevant personnel conduct vehicle braking tests in ideal operating environments to determine the original braking force threshold that requires adjustment. Based on the original braking force threshold, vehicle slope signal, and vehicle load information, the vehicle load information can be obtained in the following ways: If the vehicle has a suspension system, obtain the vehicle's suspension height setpoint and actual suspension height value, where the actual suspension height value is less than the suspension height setpoint. The vehicle load information is then obtained based on the suspension height setpoint, actual suspension height value, and the equivalent vertical stiffness of the suspension system. Alternatively, if the vehicle does not have a suspension system, obtain the vehicle's original load information, passenger load information, and redundant load information (i.e., passenger luggage load information). The original load information is then added to the passenger load information, and the redundant load information is added to obtain the vehicle load information. Based on the vehicle slope signal and vehicle load information, the original braking force threshold is corrected to obtain the braking force threshold.

[0083] Based on the aforementioned implementation method, by adaptively adjusting the pre-set original braking force threshold according to the actual state of the vehicle, the adaptability and accuracy of the braking force threshold used to perform caliper braking force adjustment are ensured, thereby reducing the losses caused by the adjustment action.

[0084] In an exemplary embodiment, when a vehicle is identified as having a suspension system, vehicle load information is obtained through the following steps: obtaining the vehicle's suspension height setpoint and actual suspension height; the actual suspension height is less than the suspension height setpoint; and obtaining vehicle load information based on the suspension height setpoint, the actual suspension height, and the equivalent vertical stiffness of the suspension system.

[0085] The suspension system can be understood as the component connecting the vehicle and the wheels, used to adjust the vehicle height; the suspension height setpoint can be understood as the distance between the vehicle chassis and the ground in the standard state of the vehicle being stationary, unloaded, and parked on a level ground; the actual suspension height value can be understood as the distance between the current vehicle chassis and the ground; the equivalent vertical stiffness can be understood as the quantitative soft and hard index corresponding to the suspension system.

[0086] For example, when the vehicle is identified to have a suspension system, the vehicle controller 102 obtains the vehicle's suspension height setpoint and actual suspension height value. The actual suspension height value is less than the suspension height setpoint. Based on the suspension height setpoint and the actual suspension height value, the suspension height change is determined. Then, based on the suspension height change, the equivalent vertical stiffness of the suspension system, and the gravitational acceleration of the vehicle's environment, the vehicle load information is calculated.

[0087] Based on the aforementioned implementation method, the vehicle load information can be indirectly calculated by utilizing the change in suspension height, without the need to acquire data from other sensors, thus quickly obtaining the vehicle load information.

[0088] In one embodiment, when it is identified that the vehicle does not have a suspension system, the vehicle load information is obtained through the following steps: obtaining the vehicle's original load information, occupant load information, and vehicle redundant load information; and obtaining the vehicle's load information based on the original load information, occupant load information, and vehicle redundant load information.

[0089] Among them, the original vehicle load information can be understood as the weight of the vehicle itself, the occupant load information can be understood as the total weight of the occupants inside the vehicle, and the vehicle redundant load information can be understood as the weight of all other items besides the occupants.

[0090] Optionally, if it is detected that the vehicle does not have a suspension system, the vehicle controller 102 obtains the vehicle's original load information, identifies the number of occupants through the seat sensor, multiplies the number of occupants by the default occupant weight to obtain the occupant load information, and obtains the vehicle's redundant load information. The vehicle's original load information, the occupant load information, and the vehicle redundant load information are then added to obtain the vehicle's overall load information.

[0091] According to the above implementation method, by considering both the vehicle's original load information and non-vehicle original load information, the correct description of the vehicle's state by the vehicle load information is ensured, thereby improving the accuracy and precision of the correction for the original braking force threshold.

[0092] In an exemplary embodiment, the original braking force threshold is corrected based on the vehicle slope signal and vehicle load information to obtain the braking force threshold, including: obtaining a first caliper braking force correction coefficient based on the signal value of the vehicle slope signal; the first caliper braking force correction coefficient is positively correlated with the absolute value of the signal value; obtaining a second caliper braking force correction coefficient based on the vehicle load information; and correcting the original braking force threshold based on the first caliper braking force correction coefficient and the second caliper braking force correction coefficient to obtain the braking force threshold.

[0093] The first caliper braking force correction coefficient can be understood as a coefficient obtained based on the correspondence between the vehicle slope signal value and the correction coefficient. Similarly, the second caliper braking force correction coefficient can be understood as a coefficient obtained based on the correspondence between the vehicle load information and the correction coefficient.

[0094] For example, the vehicle controller 102 acquires a pre-set signal value coefficient conversion relationship (the absolute value of the signal value is positively correlated with the correction coefficient), and converts the signal value of the vehicle slope signal according to the signal value coefficient conversion relationship to obtain the first caliper braking force correction coefficient. Then, based on the vehicle load information, it performs a coefficient lookup table to obtain the second caliper braking force correction coefficient corresponding to the vehicle load information. Finally, based on the first caliper braking force correction coefficient and the second caliper braking force correction coefficient, it corrects the original braking force threshold to obtain the braking force threshold.

[0095] Based on the aforementioned implementation method, the gradient and vehicle load are decoupled into two independent correction coefficient acquisition paths, which ensures the independence of the final correction coefficients. The dual-coefficient combination correction method further ensures the accuracy of the correction of the original braking force threshold and the adaptability between the final braking force threshold and the actual state of the vehicle.

[0096] In one embodiment, the original braking force threshold is corrected according to the first caliper braking force correction coefficient and the second caliper braking force correction coefficient to obtain the braking force threshold, including: determining the maximum value of the first caliper braking force correction coefficient and the second caliper braking force correction coefficient as the target caliper braking force correction coefficient; and correcting the original braking force threshold using the target caliper braking force correction coefficient to obtain the braking force threshold.

[0097] The target caliper braking force correction coefficient can be understood as any caliper braking force correction coefficient determined from the first caliper braking force correction coefficient and the second caliper braking force correction coefficient according to a pre-designed method.

[0098] Optionally, the vehicle controller 102 performs a maximum value operation on the first caliper braking force correction coefficient and the second caliper braking force correction coefficient, and determines the maximum value of the first caliper braking force correction coefficient and the second caliper braking force correction coefficient as the target caliper braking force correction coefficient. The original braking force threshold is corrected using the target caliper braking force correction coefficient to obtain the braking force threshold.

[0099] According to the above implementation method, by combining and calibrating the first caliper braking force correction coefficient and the second caliper braking correction coefficient, the maximum value of which is used as the target caliper braking force correction coefficient to correct the original braking force threshold, thereby ensuring that the obtained braking force threshold can ensure that the vehicle can move a short distance without causing abnormal vehicle driving.

[0100] In one embodiment, the method further includes: obtaining wheel speed signals and motor speed signals of the vehicle from the current vehicle status information; and determining that the current vehicle status information indicates that the vehicle meets the condition that the stress has been partially eliminated when the signal value of any wheel speed signal is greater than a preset first wheel speed threshold or the signal value of the motor speed signal is greater than a preset first speed threshold.

[0101] The first wheel speed threshold can be understood as the minimum speed of the wheels when the vehicle is running. It is set as the threshold data for the vehicle to undergo micro-motion. Similarly, the first rotation speed threshold can be understood as the minimum rotation speed of the motor when the vehicle is running. It is used to detect the threshold value of the micro-rotation of the drive motor and is usually more sensitive than the wheel speed signal or used as a redundancy judgment.

[0102] For example, the vehicle controller 102 obtains the wheel speed signal and motor speed signal of the vehicle from the current vehicle status information. If the signal value of any wheel speed signal is greater than a preset first wheel speed threshold, or the signal value of the motor speed signal is greater than a preset first speed threshold (i.e., the vehicle successfully completes the sliding), it determines that the current vehicle status information indicates that the vehicle meets the condition that the stress has been partially eliminated.

[0103] Based on the aforementioned implementation method, by using information that can be displayed, such as wheel speed signals and motor speed signals, it is possible to determine whether the vehicle has successfully slipped, i.e. whether stress relief has been successfully performed, thus achieving an accurate judgment on whether the stress of the components can be released normally.

[0104] In an exemplary embodiment, after acquiring the wheel speed signal and motor speed signal of the vehicle, the method further includes: if the signal value of any wheel speed signal is greater than a preset second wheel speed threshold, or the signal value of the motor speed signal is greater than a preset second speed threshold, switching the vehicle gear from N to P, and changing the EPB status signal from the release state to the clamping state, and releasing the caliper braking force after a second preset duration; the second wheel speed threshold is greater than the first wheel speed threshold, the second speed threshold is greater than the first speed threshold, and the second preset duration is greater than the first preset duration.

[0105] The second wheel speed threshold can be understood as the wheel speed at which the vehicle is determined to have moved uncontrollably, requiring the mechanical locking to be activated to prevent excessive speed from causing a collision. Similarly, the second rotational speed threshold can be understood as the protective speed for the P-gear locking mechanism (pawl / ratchet), preventing forced engagement at high speeds that could damage the transmission. The second wheel speed threshold is greater than the first wheel speed threshold, and the second rotational speed threshold is greater than the first rotational speed threshold. The second preset duration can be understood as the clamping time of the EPB status signal.

[0106] Optionally, after the vehicle controller 102 acquires the wheel speed signal and motor speed signal of the vehicle, if the signal value of any wheel speed signal is greater than a preset second wheel speed threshold, or the signal value of the motor speed signal is greater than a preset second speed threshold (i.e. the vehicle is in an unsafe situation), the vehicle controller 102 switches the vehicle gear from N to P and changes the EPB status signal from the release state to the clamping state, and releases the caliper braking force after a second preset duration.

[0107] According to the above implementation method, during the adjustment process, it is necessary to pay attention to the real-time dynamics of the vehicle to ensure that the vehicle sliding operation is not performed under dangerous conditions, thereby reducing the probability of dangerous situations and ensuring the personal safety of the driver and passengers.

[0108] In one embodiment, the method further includes: obtaining vehicle door status signals, vehicle slope signals, and vehicle radar signals from the current vehicle status information; when the door status signals indicate that all vehicle doors are closed, and the signal value of the vehicle slope signal is less than or equal to a preset slope threshold, obtaining the distance between the vehicle and each obstacle based on the vehicle radar signal; when the distances are all greater than a preset distance threshold, determining that the current vehicle status information indicates that the vehicle meets the stress relief execution conditions.

[0109] Among them, the door status signal can be understood as the parts of the vehicle that can be opened and closed, which may include the four doors of the vehicle, the front hood, the trunk, the charging port and the fuel filler, etc. The vehicle radar signal can be understood as emitting electromagnetic waves (usually in the microwave band, such as 24GHz, 77GHz, etc.) and receiving the echo signal reflected back after encountering an object. Obstacles can be understood as items in the vehicle's environment that may affect the vehicle's movement.

[0110] For example, the vehicle controller 102 obtains the vehicle door status signal, vehicle slope signal and vehicle radar signal from the current vehicle status information. When the door status signals are all valid and indicate that the vehicle doors are all closed, and the signal value of the vehicle slope signal is less than or equal to a preset slope threshold, the vehicle radar signal is identified to obtain the distance between the vehicle and each obstacle. When the distance is greater than the preset distance threshold, the current vehicle status information indicates that the vehicle meets the stress relief execution conditions.

[0111] Among them, the slope threshold can be understood as the standard value of the slope of the road surface where the vehicle is located, which can be considered as a flat road surface. It can also be understood as the slope value that a flat road should have, determined by experiments, in order to ensure that the road surface does not accumulate water in rainy weather and that the driving is not bumpy. The interval distance threshold can be understood as the distance between the vehicle and the obstacle that affects the vehicle's sliding in the actual environment, which can be obtained by experimental calibration.

[0112] Based on the aforementioned implementation method, by jointly determining whether the vehicle is in a safe environment based on its own state and the environmental state in which the vehicle is located, and whether the vehicle can slide in this environment to release the stress on the components, the safety of the vehicle sliding is ensured.

[0113] In one embodiment, the process of requesting a clamping state from the EPB state signal in the release state and releasing the caliper braking force after a second preset duration includes: acquiring the clamping time and motor speed consumed for the EPB state signal to completely transition to the clamping state; obtaining the corresponding torque release gradient based on the clamping time, motor speed, and target mapping relationship, wherein the target mapping relationship is used to indicate the mapping relationship between the clamping time, motor speed, and torque gradient; and releasing the caliper braking force according to the torque release gradient after the second preset duration.

[0114] The target mapping relationship can be understood as a mapping relationship between clamping time, motor speed, and torque gradient. The maximum speed of each motor is taken as the logical judgment. The higher the motor speed, the unchanged gradient. If the motor speed is always 0, then gradient processing is performed based on the clamping time.

[0115] Optionally, the vehicle controller 102 switches the vehicle gear from N to P and changes the EPB status signal from the release state to the clamping state. It also obtains the clamping time consumed for the EPB status signal to completely change to the clamping state. Based on the clamping time and the vehicle's motor speed, it queries a pre-set clamping time-torque release gradient mapping relationship to obtain the corresponding initial torque release gradient. The initial torque release gradient is then corrected based on a pre-set gradient correction factor to obtain the torque release gradient. After a second preset duration, the caliper braking force is released according to the torque release gradient.

[0116] According to the above implementation method, by supporting the state transition to continue for a period of time after the state transition, the state transition is ensured to be accurately completed. Then, the determined initial torque release gradient is corrected according to the pre-set gradient correction factor, so as to release the caliper braking force according to the corrected torque release gradient, preventing the vehicle from being impacted or slipping due to sudden changes in braking force, and ensuring the accuracy and reliability of braking force release.

[0117] In one embodiment, obtaining the corresponding torque release gradient based on the clamping time, motor speed, and target mapping relationship includes: obtaining the initial torque release gradient based on the clamping time, motor speed, and target mapping relationship; obtaining the number of braking cycles during the target time period; and correcting the initial torque release gradient based on the number of braking cycles to obtain the torque release gradient.

[0118] The target time period can be understood as a standard short-to-medium distance operating cycle set based on the combination of the thermal time constant of the braking system and typical urban / mountain road conditions.

[0119] For example, when the motor speed is high, the vehicle controller 102 maintains the current descent gradient to release the caliper braking force. When the motor speed is always 0, the vehicle controller 102 extracts the corresponding initial torque release gradient from the target mapping relationship based on the clamping time. The vehicle controller 102 obtains the braking stroke and number of braking actions of the vehicle in the target time period, and sums up each braking stroke to obtain the heat capacity value of the vehicle in the target time period. If the heat capacity value is greater than the preset heat capacity threshold, the number of braking actions of the vehicle in the target time period is mapped using the preset mapping relationship of braking action number - gradient correction factor to obtain the gradient correction factor. If the heat capacity value is less than or equal to the heat capacity threshold, the gradient correction factor is 1. Finally, the initial torque release gradient is corrected based on the aforementioned gradient correction factor to obtain the torque release gradient.

[0120] Based on the aforementioned implementation method, by utilizing the heat capacity value caused by the vehicle braking stroke over a preset time period, it is determined whether a gradient correction factor needs to be designed to control the release speed of the caliper braking force, thereby ensuring the rationality of the gradient correction factor design.

[0121] In one exemplary embodiment, in order to reduce stress accumulation in vehicle components, each of the four wheels has an independent air suspension adjustment system. The suspension adjustment precision of each wheel cannot be completely consistent. Therefore, the adjustment rates of the four wheels are not completely consistent during the suspension raising and lowering adjustment process, and the values ​​of the corresponding heights are not completely consistent. After repeated adjustments, some structural components of the vehicle will be in a state of stress concentration.

[0122] In one embodiment, such as Figure 3 He Ru Figure 4 As shown, a specific implementation of a stress relief method for vehicle components is provided, wherein the specific content of the method is as follows (the following data are all specific embodiments and are not limited to this case to implement this solution):

[0123] I. Identifying Stress Accumulation Conditions: 1.1 Identify that the vehicle's gear position signal is always in P gear; 1.2 Count the number of air suspension adjustments, which may include suspension raising or lowering adjustments, and set the number of adjustments to be greater than 30 (the number setting is based on actual vehicle verification); 1.3 When the vehicle's power supply is switched to the power-off state (i.e., the aforementioned stress accumulation condition).

[0124] When there is a gear change in the vehicle (such as shifting from P to D, R, N) or when the count has not been reached, the vehicle power is switched to a power-off state or the stress clearing logic is completed, the adjustment count is reset to zero.

[0125] II. Execute the stress relief logic: When the condition in step one is detected to be true, execute the following condition:

[0126] 2.1 Receive door status signals. When a door status signal is valid, determine the door signal status; detect that all four doors of the vehicle are closed, the hood and trunk are closed, and the charging port and fuel filler are closed. Pause adjustment when any door status signal changes from closed to open.

[0127] 2.1.1 Added recognition of the slope where the vehicle is located. When the slope signal value is greater than the preset slope threshold, this function adjustment will not be performed to ensure vehicle safety.

[0128] 2.2 Identify the radar signal of the actual vehicle and detect that the distance around the vehicle is greater than the preset interval distance threshold. The threshold can be adjusted normally according to the actual vehicle calibration settings based on the time situation. When the distance is less than or equal to the interval distance threshold, the current continuous state is timed. When the duration exceeds the preset duration, the above threshold can be verified by actual vehicle calibration based on the actual situation. To ensure vehicle safety, proceed directly to step 2.3.5 to put the vehicle into sleep mode.

[0129] 2.3 Identify signals such as vehicle braking, EPB status, vehicle curb weight, wheel speed, motor speed, and vehicle gear position;

[0130] 2.3.1 After the vehicle environmental monitoring conditions in 2.2 are met (i.e. stress relief execution conditions), request the vehicle to switch from P gear to N gear;

[0131] 2.3.2 Gradually increase the caliper braking force P1 to the braking force threshold, and then request the EPB status signal to change from the clamped state to the released state.

[0132] 2.3.3 Gradually reduce the caliper braking force while monitoring the following conditions: monitor the vehicle wheel speed signal. When any four wheel speed signal exceeds the preset first wheel speed threshold, or when the front and rear motor speeds exceed the preset first speed threshold (i.e., the aforementioned stress has been partially eliminated), maintain the caliper braking force unchanged for the first preset duration; then restore the caliper braking force to the braking force threshold.

[0133] 2.3.4 Calculation of Caliper Braking Force Coefficient Correction:

[0134] 2.3.4.1 Identify the current road conditions of the vehicle, receive the vehicle's slope signal, and obtain the slope signal-correction coefficient mapping relationship, which has been pre-calibrated through real vehicle testing. The slope signal-correction coefficient mapping relationship can be obtained through the following steps:

[0135] Select a road section with a known slope, park the vehicle on the road section with the known slope, and adjust the braking force of the vehicle's calipers so that the vehicle can remain stationary on the road surface with the known slope. Record the adjustment range of the caliper braking force under different slope signals, and construct the corresponding slope signal-correction coefficient mapping relationship.

[0136] The first caliper braking force correction coefficient X1 of the vehicle is determined based on the vehicle slope signal and the slope signal-correction coefficient mapping relationship. The larger the absolute value of the vehicle slope signal, the larger the first caliper braking force correction coefficient X1 is, and the minimum value of the first caliper braking force correction coefficient X1 is 1, which means the vehicle is on a flat road surface. To ensure vehicle safety, the maximum slope is set within the slope threshold range.

[0137] 2.3.4.2 Calculations are performed based on vehicle load information, with the original vehicle load information being M. The load is then identified based on the vehicle's suspension configuration: If the vehicle has a suspension system, the load can be estimated based on changes in suspension height. If the vehicle does not have a suspension system, the number of occupants is identified using seat sensors, and the vehicle load is roughly estimated.

[0138] The specific steps are as follows:

[0139] Method 1: Estimate vehicle load information based on suspension height changes:

[0140] According to Hooke's Law, the spring force of the suspension spring is equal to the weight of the entire vehicle, from which a reverse estimation formula can be derived:

[0141]

[0142] k: Equivalent vertical stiffness of the suspension system, which is related to the vehicle's suspension hardware.

[0143] : Change in suspension height.

[0144] g: acceleration due to gravity.

[0145] The calculation is as follows:

[0146] Based on the vehicle suspension height signal value, the suspension height is calculated as follows: When the vehicle is in its ready-to-drive state, the suspension height is the set value 'l', and the actual suspension height is [value missing]. .

[0147]

[0148] When the suspension is pulled up, and The vehicle was lifted, making it impossible to estimate its weight.

[0149] Method 2: Estimate vehicle load information based on seat sensor readings:

[0150] The weight is calculated by multiplying the number of passengers (P) by the default passenger weight (O), and then adding the excess weight of luggage. ,Right now .

[0151] M: Original vehicle load information.

[0152] P*O: Occupant load information.

[0153] M c Vehicle redundant load information.

[0154] The vehicle load information-correction coefficient mapping relationship obtained from pre-conducted real-vehicle test calibration can be obtained through the following steps:

[0155] Vehicles with different load information need to remain stationary on the same road surface. By adjusting the caliper braking force of the vehicles, vehicles with different load information can remain stationary on the same road surface. The adjustment range of caliper braking force corresponding to different vehicle load information is recorded, and a mapping relationship between vehicle load information and correction coefficient is constructed.

[0156] Based on the vehicle load information and the mapping relationship between the vehicle load information and the correction coefficient, the second caliper braking force correction coefficient X2 is obtained. The minimum value of the second caliper braking force correction coefficient X2 is 1. The correction coefficient is confirmed based on the actual vehicle calibration. Combined with the above two scenarios, the calibration is performed. The calibration result is based on the vehicle's needs to ensure that the vehicle can move a short distance without causing abnormal vehicle driving.

[0157]

[0158] Where X1: first caliper braking force correction coefficient, X2: second caliper braking force correction coefficient.

[0159] The caliper braking force P1 is corrected to P2 = P1 * .

[0160] 2.3.5 After completing the stress relief action, request the vehicle gear to switch from N to P; EPB changes from fully released state to clamped state; the mapping relationship between the EPB state and the initial brake release gradient can be set according to the time consumed for the EPB state to change to the clamped state and the minimum motor speed.

[0161] After the braking force changes from the EPB state to the clamped state, it is delayed for a second preset time, gradually releasing the braking force to 0 Nm, representing the gradient of braking torque release. Simultaneously, considering that releasing the braking force too quickly might cause vehicle movement, a gradient correction factor is designed based on the vehicle's environment and the state of the actuators. The preset time is longer than the second preset time, which in turn is longer than the first preset time.

[0162] 2.3.5.1 Gradient value design:

[0163] First, confirm the time it takes for the EPB controller to fully clamp, and add redundant time judgment. The longer the clamping time, the greater the descent gradient.

[0164] Monitor the vehicle's motor speed. If it's a dual-motor configuration, use the maximum speed of each motor as the logical judgment; the higher the motor speed, the constant gradient remains unchanged. If the motor speed is consistently 0, then gradient processing is performed based on the clamping time.

[0165] Y = min(MCUF_SPEED (front axle motor speed), MCUR_SPEED (rear axle motor speed))

[0166] Using the wheel with the worst heat dissipation (lowest speed) as a benchmark, and combining the parking clamping time, a table is consulted to determine how much braking force needs to be compensated to offset heat fade.

[0167] The initial torque release gradient can be determined by querying the target mapping relationship based on the minimum motor speed and the time consumed for the EPB state to transition to the clamping state. The target mapping relationship can be represented as shown in Table 1, and the following parameters can be set (calibrated). The specific correspondence is as follows: Figure 5 As shown:

[0168] Table 1: Time-Rotation-Gradient Table

[0169]

[0170] In this table, the X-axis corresponds to the rows in Table 1, the Y-axis corresponds to the columns in Table 1, and the Z-axis corresponds to the intersection of the X-axis and Y-axis in Table 1. The specific query process is as follows:

[0171] When the time taken to transition from EPB state to clamping state is 0 and the minimum motor speed is 0, the retrieved initial torque release gradient is 0. Similarly, when the time taken to transition from EPB state to clamping state is 0 and the minimum motor speed is 1, the retrieved initial torque release gradient is 0. And so on, following the same query method, by querying the initial torque release gradient according to the table above, we can obtain the corresponding initial torque release gradients for different times and different minimum motor speeds.

[0172] 2.3.5.2 Gradient Correction Factor Design:

[0173] During braking, the temperature of the caliper body and brake fluid increases with the number of braking cycles, which directly affects the braking force of the caliper. A gradient correction factor is designed by monitoring the number of braking cycles and the corresponding braking stroke.

[0174] The target time period is used as a monitoring time period. When the pedal is depressed and the braking distance is greater than the set length, it is considered a valid braking distance.

[0175] When the effective braking stroke is summed within the target time period, A gradient factor is designed to be greater than the heat capacity threshold (this value can be calibrated on a real vehicle to design for the best vehicle performance) in order to neutralize and reduce the problem of braking force decay and obtain the number of braking times H.

[0176] The recovery condition for the number of braking cycles H is set as follows: After the vehicle comes to a complete stop, the timer is set to the first time period when the value of H is within F=A times; when the value of H is within F=[A,B], the recovery time is set to the second time period; when the value of H is above F=B, the recovery time is set to the third time period; after the corresponding time is reached, H is reset to 0 times.

[0177] All the above times or values ​​need to be confirmed by actual vehicle calibration.

[0178] Simultaneously, based on the input condition of the number of braking cycles, Table 2 of the gradient correction factor is obtained:

[0179] Table 2: Frequency-Factor Table

[0180]

[0181] When the number of braking actions in the target time period is 0, the corresponding gradient correction factor is 1; when the number of braking actions in the target time period is 10, the corresponding gradient correction factor is 1; when the number of braking actions in the target time period is 20, the corresponding gradient correction factor is 1; when the number of braking actions in the target time period is 30, the corresponding gradient correction factor is 0.9; when the number of braking actions in the target time period is 50, the corresponding gradient correction factor is 0.7; when the number of braking actions in the target time period is 80, the corresponding gradient correction factor is 0.7; when the number of braking actions in the target time period is 100, the corresponding gradient correction factor is 0.6; and when the number of braking actions in the target time period is greater than 100 and n times, the corresponding gradient correction factor is 0.4.

[0182] 2.3.5.3 Comprehensive Gradient Output:

[0183] The formula for calculating the gradient is: the torque release gradient is obtained by multiplying the initial torque release gradient obtained from the table by the gradient correction factor by the fixed value of the running period.

[0184] 2.3.6 Safety Redundancy Scheme: The system receives wheel speed signals from all four wheels and motor speed signals. When any wheel speed signal exceeds a preset second wheel speed threshold, or when the front or rear motor speed exceeds a preset second speed threshold, an EPB (Electronic Power Braking) clamping request is initiated, with the vehicle gear set to P (Park). After the EPB switches to clamping mode, the braking force is gradually released to 0 Nm after a second preset delay. The relevant threshold parameters are derived from actual vehicle calibration and verification. The test range covers vehicle curb weight to full load weight, and is conducted on flat roads and steep inclines. The second wheel speed threshold is greater than the first wheel speed threshold, and the second speed threshold is greater than the first speed threshold.

[0185] 2.4 When stress relief logic is executed or there is another hibernation request, a hibernation signal will be issued to put the whole vehicle into hibernation.

[0186] Compared with existing public disclosures, this application has the following technical advantages:

[0187] 1. For vehicles equipped with air suspension, the safety of components is improved. By moving a very short distance, the body system is made to relax, thereby releasing the vehicle's concentrated stress.

[0188] 2. It solves the problem of vehicle component damage caused by factors unseen by human intervention, improves the service life of related automotive components, and ensures vehicle driving safety.

[0189] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0190] Based on the same inventive concept, this application also provides a vehicle component stress relief device for implementing the aforementioned vehicle component stress relief method. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more vehicle component stress relief device embodiments provided below can be found in the limitations of the vehicle component stress relief method described above, and will not be repeated here.

[0191] In one exemplary embodiment, such as Figure 6As shown, a stress relief device for vehicle components is provided, comprising: an acquisition module 601, an adjustment module 602, and a clearing module 603, wherein:

[0192] The acquisition module 601 is used to acquire the current vehicle status information of the vehicle when the vehicle meets the scenario conditions of stress accumulation; the scenario conditions of stress accumulation include the vehicle being in P gear.

[0193] The adjustment module 602 is used to switch the vehicle gear from P to N when the current vehicle status information indicates that the vehicle meets the stress relief execution conditions, and to request the vehicle's EPB status signal to change from the clamped state to the released state after the vehicle's caliper braking force increases to the braking force threshold.

[0194] The clearing module 603 is used to reduce the caliper braking force of the vehicle from the braking force threshold, and when the current vehicle status information indicates that the vehicle meets the condition that the stress has been partially eliminated, maintain the caliper braking force of the vehicle for a first preset time period, and restore the caliper braking force to the braking force threshold after the first preset time period, so as to complete the stress elimination of the vehicle components.

[0195] In one embodiment, based on the aforementioned vehicle component stress relief device, the acquisition module 601 acquires the current vehicle status information when the vehicle meets the stress accumulation conditions. The stress accumulation scenario conditions include the vehicle being in P gear. The current vehicle status information is then sent to the adjustment module 602 and the clearing module 603. When the current vehicle status information indicates that the vehicle meets the stress relief execution conditions, the adjustment module 602 switches the vehicle gear from P gear to N gear. After the caliper braking force increases to the braking force threshold, the adjustment module 602 requests the vehicle's EPB status signal to change from the clamped state to the released state. Then, the clearing module 603 reduces the vehicle's caliper braking force from the braking force threshold. When the current vehicle status information indicates that the vehicle meets the condition that the stress has been partially relieved, the adjustment module 603 maintains the vehicle's caliper braking force for a first preset duration and restores the caliper braking force to the braking force threshold after the first preset duration, thereby completing the stress relief of the vehicle component. In the event of stress accumulation, the vehicle's gear position, EPB status signal, and caliper braking force are adjusted to allow the vehicle to move briefly to relieve stress on vehicle components. This ensures timely stress release of vehicle components, improves their service life, and guarantees the stability of vehicle operation.

[0196] In one embodiment, the vehicle component stress relief device further includes a threshold setting module for acquiring the vehicle's original braking force threshold, the vehicle's slope signal, and the vehicle's load information; and for correcting the original braking force threshold based on the vehicle slope signal and the vehicle load information to obtain the braking force threshold.

[0197] In an exemplary embodiment, when the vehicle is identified to have a suspension system, the threshold setting module is further configured to obtain the vehicle's suspension height setpoint and actual suspension height value; the actual suspension height value is less than the suspension height setpoint; and the vehicle load information is obtained based on the suspension height setpoint, the actual suspension height value, and the equivalent vertical stiffness of the suspension system.

[0198] In one embodiment, when it is identified that the vehicle does not have a suspension system, the threshold setting module is further used to obtain the vehicle's original load information, occupant load information, and vehicle redundant load information; and to obtain the vehicle's load information based on the original load information, occupant load information, and vehicle redundant load information.

[0199] In one embodiment, the threshold setting module is further configured to obtain a first caliper braking force correction coefficient based on the signal value of the vehicle slope signal; the first caliper braking force correction coefficient is positively correlated with the absolute value of the signal value; a second caliper braking force correction coefficient is obtained based on the vehicle load information; and the original braking force threshold is corrected according to the first caliper braking force correction coefficient and the second caliper braking force correction coefficient to obtain the braking force threshold.

[0200] In one embodiment, the threshold setting module is further configured to determine the maximum value of the first caliper braking force correction coefficient and the second caliper braking force correction coefficient as the target caliper braking force correction coefficient; and to correct the original braking force threshold using the target caliper braking force correction coefficient to obtain the braking force threshold.

[0201] In an exemplary embodiment, the vehicle component stress relief device is further configured to obtain the wheel speed signal and motor speed signal of the vehicle from the current vehicle status information; if the signal value of any wheel speed signal is greater than a preset first wheel speed threshold, or the signal value of the motor speed signal is greater than a preset first speed threshold, the current vehicle status information indicates that the vehicle meets the condition that the stress has been partially relieved.

[0202] In one embodiment, after acquiring the wheel speed signal and motor speed signal of the vehicle, the vehicle component stress relief device is further configured to switch the vehicle gear from N to P and, if the signal value of any wheel speed signal is greater than a preset second wheel speed threshold or the signal value of the motor speed signal is greater than a preset second speed threshold, release the caliper braking force after a second preset duration; the second wheel speed threshold is greater than the first wheel speed threshold, the second speed threshold is greater than the first speed threshold, and the second preset duration is greater than the first preset duration.

[0203] In one embodiment, the vehicle component stress relief device is further configured to acquire vehicle door status signals, vehicle slope signals, and vehicle radar signals from the current vehicle status information; when the door status signals indicate that all vehicle doors are closed, and the signal value of the vehicle slope signal is less than or equal to a preset slope threshold, the distance between the vehicle and each obstacle is obtained based on the vehicle radar signal; when the distances are all greater than the preset distance threshold, it is determined that the current vehicle status information indicates that the vehicle meets the stress relief execution conditions.

[0204] In an exemplary embodiment, the vehicle component stress relief device is further configured to acquire the clamping time and motor speed consumed for the EPB state signal to completely transition to the clamping state; obtain the corresponding torque release gradient based on the clamping time, motor speed and target mapping relationship, wherein the target mapping relationship is used to indicate the mapping relationship between the clamping time, motor speed and torque gradient; and release the caliper braking force according to the torque release gradient after a second preset duration.

[0205] In one embodiment, the vehicle component stress relief device is further configured to obtain an initial torque release gradient based on the clamping time, motor speed and target mapping relationship; obtain the number of braking times during the target time period, and correct the initial torque release gradient based on the number of braking times to obtain the torque release gradient.

[0206] Each module in the aforementioned vehicle component stress relief device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the vehicle's processor in hardware form or independent of it, or stored in the vehicle's memory in software form, so that the processor can call and execute the corresponding operations of each module.

[0207] In one exemplary embodiment, a vehicle is provided, which may be a server, and its internal structure diagram may be as follows: Figure 7As shown, the vehicle includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The vehicle's processor provides computing and control capabilities. The vehicle's memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides the environment for the operation of the operating system and computer programs in the non-volatile storage media. The vehicle's database stores current vehicle status information, vehicle gear position, caliper braking force, EPB status signal, a first preset duration, and a second preset duration. The vehicle's I / O interfaces are used for exchanging information between the processor and external devices. The vehicle's communication interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements a stress relief method for vehicle components.

[0208] Those skilled in the art will understand that Figure 7 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the vehicle to which the present application is applied. A specific vehicle may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0209] In one exemplary embodiment, a vehicle is provided, including a memory and a processor, the memory storing a computer program that, when executed by the processor, implements the vehicle component stress relief method of the above embodiment.

[0210] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the vehicle component stress relief method of the above embodiment.

[0211] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the vehicle component stress relief method of the above embodiments.

[0212] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0213] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0214] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0215] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method of stress relief of a vehicle component, characterized by, The method includes: When the vehicle meets the stress accumulation condition, the current vehicle status information, the original braking force threshold, the vehicle slope signal, and the vehicle load information are acquired. Based on the vehicle slope signal and the vehicle load information, the original braking force threshold is corrected to obtain the braking force threshold. The stress accumulation condition includes the vehicle being in P gear. If the current vehicle status information meets the stress relief execution conditions, the vehicle gear is switched from P to N, and after the caliper braking force of the vehicle increases to the braking force threshold, the vehicle's EPB status signal is requested to be changed from the clamped state to the released state; the stress relief execution conditions are the vehicle status conditions that the vehicle meets before entering the stress relief logic. The braking force of the vehicle's calipers is reduced from the braking force threshold, and the braking force is maintained for a first preset duration when the current vehicle state information meets the condition that the stress has been partially eliminated. After the first preset duration, the braking force is restored to the braking force threshold to complete the stress elimination of the vehicle components. The condition that the stress has been partially eliminated includes that the signal value of any wheel speed signal is greater than a preset first wheel speed threshold, or the signal value of the motor speed signal is greater than a preset first speed threshold.

2. The method according to claim 1, characterized in that, If the vehicle is identified as having a suspension system, the vehicle load information is obtained through the following steps: Obtain the vehicle's suspension height setpoint and actual suspension height value; the actual suspension height value is less than the suspension height setpoint. The vehicle load information is obtained based on the suspension height setpoint, the actual suspension height value, and the equivalent vertical stiffness of the suspension system.

3. The method according to claim 1, characterized in that, If it is determined that the vehicle does not have a suspension system, the vehicle load information is obtained through the following steps: Obtain the vehicle's original load information, passenger load information, and vehicle redundancy load information; The vehicle load information is obtained based on the original vehicle load information, the driver and passenger load information, and the vehicle redundant load information.

4. The method according to claim 1, characterized in that, The step of correcting the original braking force threshold based on the vehicle slope signal and the vehicle load information to obtain the braking force threshold includes: The first caliper braking force correction coefficient is obtained based on the signal value of the vehicle slope signal; the first caliper braking force correction coefficient is positively correlated with the absolute value of the signal value. The second caliper braking force correction coefficient is obtained based on the vehicle load information; The original braking force threshold is corrected based on the first caliper braking force correction coefficient and the second caliper braking force correction coefficient to obtain the braking force threshold.

5. The method according to claim 4, characterized in that, The step of correcting the original braking force threshold based on the first caliper braking force correction coefficient and the second caliper braking force correction coefficient to obtain the braking force threshold includes: The maximum value between the first caliper braking force correction coefficient and the second caliper braking force correction coefficient is determined as the target caliper braking force correction coefficient; The original braking force threshold is corrected using the target caliper braking force correction coefficient to obtain the braking force threshold.

6. The method according to claim 1, characterized in that, The method further includes: From the current vehicle status information, obtain the wheel speed signal and motor speed signal of the vehicle; If the signal value of any wheel speed signal is greater than a preset first wheel speed threshold, or the signal value of the motor speed signal is greater than a preset first speed threshold, the current vehicle state information indicates that the vehicle meets the condition that the stress has been partially eliminated.

7. The method according to claim 6, characterized in that, After acquiring the wheel speed signal and motor speed signal of the vehicle, the method further includes: If the signal value of any wheel speed signal is greater than a preset second wheel speed threshold, or the signal value of the motor speed signal is greater than a preset second speed threshold, the vehicle gear is switched from N to P, and the EPB status signal is changed from the release state to the clamping state, and the caliper braking force is released after a second preset duration; the second wheel speed threshold is greater than the first wheel speed threshold, the second speed threshold is greater than the first speed threshold, and the second preset duration is greater than the first preset duration.

8. The method according to claim 1, characterized in that, The method further includes: From the current vehicle status information, obtain the vehicle door status signal, vehicle slope signal, and vehicle radar signal; When the door status signal indicates that all the doors of the vehicle are closed, and the signal value of the vehicle slope signal is less than or equal to a preset slope threshold, the distance between the vehicle and each obstacle is obtained based on the vehicle radar signal. If all the interval distances are greater than a preset interval distance threshold, the current vehicle status information is determined to indicate that the vehicle meets the stress relief execution conditions.

9. The method according to any one of claims 1-8, characterized in that, The process involves moving the EPB status signal from the release state to the clamping state, and releasing the caliper braking force after a second preset duration, including: The clamping time and motor speed consumed for the EPB status signal to completely transition to the clamping state are obtained. Based on the clamping time, the motor speed, and the target mapping relationship, the corresponding torque release gradient is obtained. The target mapping relationship is used to indicate the mapping relationship between the clamping time, the motor speed, and the torque gradient. After the second preset duration, the caliper braking force is released according to the torque release gradient.

10. The method according to claim 9, characterized in that, The step of obtaining the corresponding torque release gradient based on the clamping time, the motor speed, and the target mapping relationship includes: The initial torque release gradient is obtained based on the clamping time, the motor speed, and the target mapping relationship; The number of braking operations during the target time period is obtained, and the initial torque release gradient is corrected based on the number of braking operations to obtain the torque release gradient.

11. A stress relief device for a vehicle component, characterized in that, The device includes: The acquisition module is used to acquire the current vehicle status information, the original braking force threshold, the vehicle slope signal, and the vehicle load information of the vehicle when the vehicle meets the stress accumulation condition, and to correct the original braking force threshold according to the vehicle slope signal and the vehicle load information to obtain the braking force threshold; the stress accumulation condition includes the vehicle being in P gear. The adjustment module is used to switch the vehicle gear from P to N when the current vehicle status information meets the stress relief execution conditions, and to request the vehicle's EPB status signal to change from the clamped state to the released state after the vehicle's caliper braking force increases to the braking force threshold. The stress relief execution conditions are preset vehicle status conditions that the vehicle must meet to enter the stress relief logic. The clearing module is used to reduce the caliper braking force of the vehicle from the braking force threshold, and when the current vehicle state information meets the condition that the stress has been partially eliminated, maintain the caliper braking force of the vehicle for a first preset time period, and restore the caliper braking force to the braking force threshold after the first preset time period, so as to complete the stress elimination of the vehicle components; the condition that the stress has been partially eliminated includes that the signal value of any wheel speed signal is greater than a preset first wheel speed threshold, or the signal value of the motor speed signal is greater than a preset first speed threshold.

12. A vehicle comprising a memory and a processor, said memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 10.

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