A ground-engaging traction component-based hill hold assist system for a vehicle, vehicle, and method

Abstract

The application discloses a vehicle ground insertion anti-skid component type parking auxiliary system, a vehicle and a method. The system comprises anti-skid components arranged on the left and right sides of the front and rear of the vehicle and a control unit. The anti-skid components comprise telescopic components and ground foot plates. One end of the telescopic components is connected with the vehicle body, and the other end of the telescopic components is hingedly connected with the ground foot plates. The control unit is connected with the telescopic components. When a vehicle parking auxiliary instruction is monitored, the control unit controls the telescopic components to be elongated to the ground foot plates.

Description

Technical Field

[0001] This invention relates to the field of vehicle parking technology, and in particular to a vehicle parking assistance system, vehicle, and method based on a ground-penetrating anti-skid component. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] In related technologies, when a vehicle is parked, it relies on the adhesion between the wheels and the ground, or on the basis of the adhesion between the wheels and the ground, it brakes and locks the vehicle to increase the parking stability of the vehicle.

[0004] When parking a vehicle on a road with a large slope, the wheels may gradually slip on the ground, and even if the vehicle is braked and locked, it is difficult to ensure parking stability. Summary of the Invention

[0005] In order to solve the above problems, the present invention proposes a vehicle anti-skid component parking assistance system, vehicle and method. When the vehicle is parked, the anti-skid component can be used to assist in parking, thereby improving the safety and stability of parking.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, the present invention proposes a vehicle anti-skid component-type parking assistance system, comprising: anti-skid components and a control unit disposed on the front, rear, left and right sides of the vehicle; The anti-skid components include a telescopic assembly and a grounding foot plate; one end of the telescopic assembly is connected to the vehicle body, and the other end of the telescopic assembly is hinged to the grounding foot plate; The control unit is connected to the telescopic assembly; The control unit is used to control the telescopic assembly to extend to grounding the grounding foot plate when a vehicle parking assist command is detected.

[0007] As one possible implementation, the system further includes a vehicle status acquisition unit and a road slope acquisition unit; Vehicle status acquisition unit, used to acquire vehicle status; The road slope acquisition unit is used to acquire the road slope where the vehicle is located.

[0008] The control unit is used to generate a steep slope parking assist command when the vehicle is stationary and the road gradient is greater than a set gradient threshold.

[0009] As one possible implementation, the control unit is used to determine the type of vehicle parking assist command; When the vehicle parking assist command type is steep slope parking assist, the telescopic component in the anti-skid component at the lower end of the steep slope is controlled to extend to the grounding foot plate and ground; When the vehicle parking assist command type is repair parking assist, control the telescopic components in all anti-skid components to extend to the set length.

[0010] As one possible implementation, the anti-slip component also includes an anti-slip force data acquisition unit; Anti-slip force data acquisition unit, used to acquire the anti-slip force generated by the anti-slip component; The control unit is used to control the extension component in the anti-skid member at the lower end of the steep slope to extend when the vehicle parking assist command type is steep slope parking assist, until the anti-skid force generated by the anti-skid member reaches the set anti-skid force range.

[0011] As one possible implementation, the control unit is also used to calculate and determine the target anti-skid force of the vehicle based on the slope of the road where the vehicle is located. Take half of the target anti-skid force and add the set anti-skid force margin to get the set anti-skid force range.

[0012] In one possible implementation, the telescopic assembly includes a drive unit, a telescopic sleeve, and a linear motion unit; the drive unit is connected to the vehicle body; the drive unit is connected to the linear motion unit, the telescopic sleeve includes multiple layers of tubes sleeved together, and the multiple layers of tubes are connected to the linear motion unit; the drive unit is used to drive the linear motion unit to perform linear motion, and during the linear motion of the linear motion unit, it drives the tubes in the telescopic sleeve to extend or retract in a sequence from the inside to the outside, thereby causing the telescopic assembly to extend or shorten.

[0013] As one possible implementation, the system also includes a human interaction module for acquiring vehicle parking assistance commands issued by the user.

[0014] As one possible implementation, the telescopic assembly is connected to the vehicle body via a universal joint; When the vehicle parking assist command type is hill parking assist, there is an angle of inclination between the telescopic component and both the longitudinal and vertical planes of the vehicle body. When the vehicle parking assist command type is repair parking assist, the telescopic component is perpendicular to the vehicle body.

[0015] In a second aspect, the present invention provides a vehicle including a parking assist system with a ground-penetrating anti-skid component as proposed in the first aspect of the present invention.

[0016] Thirdly, the present invention proposes a parking assist method for a vehicle parking assist system based on a ground-penetrating anti-skid component, as described in the first aspect of the present invention, comprising: Monitor vehicle parking assist commands; when a vehicle parking assist command is detected, control the telescopic assembly to extend until the grounding foot plate is grounded.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention proposes a vehicle parking assistance system, vehicle, and method with anti-skid components. The system has anti-skid components installed on the front, rear, left, and right sides of the vehicle. The telescopic components in the anti-skid components can extend and retract. When the vehicle needs parking assistance and a vehicle parking assistance command is issued, the control unit controls the telescopic components to extend until the grounding foot plate in the anti-skid component is grounded. This allows the anti-skid components to provide support for the vehicle, preventing the vehicle from sliding when parked and improving parking stability.

[0018] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute an undue limitation of this application.

[0020] Figure 1 This is a schematic diagram of the overall structure of a vehicle parking assist system with anti-skid components according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the elongated state of the anti-skid component in a vehicle parking assist system based on a ground-penetrating anti-skid component according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the retracted state of the anti-skid component in a vehicle parking assist system based on a ground-inserting anti-skid component according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the installation of a vehicle parking assist system with a ground-penetrating anti-skid component according to an embodiment of the present invention; Figure 5 This is a flowchart illustrating the operation of a vehicle parking assist system based on a ground-penetrating anti-skid component, as proposed in an embodiment of the present invention.

[0021] The components include: 1. mounting bracket, 2. drive motor, 3. reducer, 4. coupling, 5. lead screw, 6. limit switch, 7. inner tube, 8. middle tube, 9. outer tube, 10. angle joint, 11. grounding foot plate, and 12. anti-slip components.

[0022] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0023] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0024] It should be noted that the following detailed descriptions are illustrative and intended to provide one possible implementation of this application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0025] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0026] In this invention, terms such as "upper," "lower," "left," "right," "front," "back," "vertical," "horizontal," "side," and "bottom" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are used only to facilitate the description of the structural relationships of the various components or elements of this invention and do not specifically refer to any component or element in this invention. They should not be construed as limiting the invention.

[0027] In this invention, terms such as "fixed connection," "connected," and "linked" should be interpreted broadly, indicating a fixed connection, an integral connection, or a detachable connection; a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can determine the specific meaning of these terms in this invention based on the specific circumstances, and they should not be construed as limitations on the invention.

[0028] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0029] To make the technical solutions and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0030] First, the application scenarios and application systems of a vehicle parking assist system with anti-skid components proposed in the embodiments of the present invention will be described.

[0031] The present invention provides a vehicle parking assist system with anti-skid components, which is applied to application scenarios where vehicles need parking assistance.

[0032] With the development of the automotive industry and the increasing complexity of road conditions, the parking safety of vehicles on uneven roads or under extreme conditions has become an important issue in design and engineering verification. Parking assist systems are designed to provide continuous and stable braking force after the vehicle has come to a stop, preventing the vehicle from slipping unexpectedly due to gravity, external forces, or changes in road conditions.

[0033] In related technologies, vehicles are mainly parked using electronic parking brake (EPB), hill start assist (HHC), and parking lock mechanisms.

[0034] The Electronic Parking Brake (EPB) system achieves parking by integrating brake calipers and a motor drive mechanism. When the driver presses the EPB switch, the control unit drives the motor, which in turn pushes the brake piston through a reduction and torque amplification mechanism. This causes the friction pads to press against the brake disc, generating a mechanical locking force to lock the wheels and achieve parking. However, when the vehicle is parked on a steep incline that exceeds the locking load designed for the EPB system, the EPB alone cannot guarantee the stability of the vehicle, posing a risk of rollback. For example, a certain type of SUV can park stably on a 30% incline (approximately 16.7°), but when the incline rises to 60% (approximately 31°) and the vehicle is fully loaded, the rear brake calipers may experience elastic deformation, leading to a decline in braking force and causing the vehicle to roll back.

[0035] Hill Hold Control (HHC) is a system that brakes a vehicle to prevent it from rolling backwards when it is on an incline. Essentially, HHC is a short-term pressure-maintaining function, with braking force derived from the hydraulic braking system. In low-temperature or prolonged parking scenarios, minor leaks in the hydraulic system can cause a gradual decrease in braking force. Experimental data shows that in a -20°C environment, after maintaining effective braking force for more than 10 minutes, the braking pressure of a certain vehicle model decreases by approximately 15%, making it prone to rolling backwards. Furthermore, when parking on steep inclines or on icy or slippery surfaces, the braking force generated by the Hill Hold Control system is insufficient, and the possibility of rolling backwards still exists.

[0036] The parking lock mechanism is a mechanical locking device located inside an automatic transmission. When the vehicle is engaged in P (Park), a metal pawl engages with a gear ring on the transmission output shaft, locking the vehicle through the meshing of the pawl and gear ring. However, this mechanism is located at the end of the drivetrain (transmission output shaft), and its locking force must ultimately be transmitted to the wheels through the half-shafts and differential. When the vehicle is parked on an extremely steep slope and the tires have insufficient traction, even if the P-lock mechanism is not damaged, the vehicle may still experience "tooth slippage"—that is, the tires slowly slide on the ground, causing the pawl and gear ring to displace due to impact, resulting in the vehicle rolling backward.

[0037] In addition, all of the above systems have the following problems: (1) Reliance on tire adhesion: All three essentially rely on the static friction coefficient between the tire and the ground. In low-adhesion environments such as ice surfaces (μ≈0.1) and gravel slopes (μ≈0.25-0.4), the tires cannot provide sufficient lateral / longitudinal anti-skid force, making it impossible for the vehicle to park stably.

[0038] (2) Lack of direct mechanical support: Existing systems are all "indirect braking" rather than "direct support". When the vehicle is parked on a steep slope, if the downward force of the vehicle exceeds the system limit, the lack of a physical blocking structure makes it easy for the vehicle to roll away.

[0039] Let's take a vehicle weighing 3.5 tons parked on a 45° slope as an example: The component of the vehicle's downward sliding force F along the slope is: F = m·g·sinθ; In the formula, m is the mass of the vehicle, taken as 3500 kg; θ is the slope, taken as 45°, sin45° ≈ 0.707; g is the acceleration due to gravity.

[0040] Therefore, F ≈ 3500 × 9.8 × 0.707 ≈ 24200N Considering an off-road safety factor of 1.8: To prevent the vehicle from rolling away, the anti-skid force required is ≥24200x1.8≈ 43kN; If the ground adhesion coefficient μ = 0.25: The maximum tire anti-skid capacity F_friction is: F_friction = μ × m·g·cosθ cos45° ≈ 0.707 F_friction ≈ 0.25 × 3500 × 9.8 × 0.707 ≈ 6060N It is significantly lower than the 24200N sliding force.

[0041] Therefore, under a 45° slope, the traditional system cannot provide sufficient parking safety margin and cannot guarantee parking stability.

[0042] Therefore, when using related technologies, the anti-skid ability of vehicles is limited by the tire adhesion coefficient when parking on roads with a large slope or in low-adhesion environments. There is a physical upper limit. For heavy vehicles, it is difficult to guarantee the safety margin when parking on roads with a large slope. In addition, in low-adhesion environments, the tires may experience progressive slippage, which cannot guarantee the stability of parking on steep slopes or low-adhesion surfaces.

[0043] In addition, when repairing the vehicle chassis or replacing the tires in related technologies, it is necessary to use jacks to lift the vehicle in order to carry out the repairs and tire replacements, which is inconvenient.

[0044] To ensure stability when parking on steep slopes and facilitate vehicle chassis repair or tire replacement, this invention proposes a vehicle parking assist system with anti-skid components. By installing anti-skid components on the front, rear, left, and right sides of the vehicle, the anti-skid components located at the lower end of the slope support the vehicle when parking on a steep slope, preventing it from rolling away and improving stability. When the vehicle needs repair or tire replacement, all anti-skid components lift the vehicle to a certain height, facilitating repair or tire replacement and enhancing convenience.

[0045] like Figures 1-3 As shown in the figure, this embodiment of the invention proposes a vehicle parking assistance system with a ground-penetrating anti-skid component. When the vehicle needs parking assistance, the control unit controls the telescopic component in the anti-skid component to extend to the ground foot plate to provide support for the vehicle, thereby ensuring the vehicle's parking stability or improving the convenience of vehicle maintenance or tire replacement.

[0046] Specifically, the present invention provides a vehicle anti-skid component parking assist system, comprising: anti-skid components 12 disposed on the front, rear, left and right sides of the vehicle and a control unit; The anti-skid component 12 includes a telescopic assembly and a grounding foot plate 11; one end of the telescopic assembly is connected to the vehicle body, and the other end of the telescopic assembly is hinged to the grounding foot plate 11. The control unit is connected to the telescopic assembly; The control unit is used to control the telescopic assembly to extend to grounding the grounding foot plate 11 when a vehicle parking assist command is detected.

[0047] This invention proposes a vehicle parking assist system with anti-skid components. Anti-skid components are installed on the front, rear, left, and right sides of the vehicle. The telescopic components in the anti-skid components can extend and retract. When the vehicle needs parking assistance and a parking assist command is issued, the control unit controls the telescopic components to extend until the grounding foot plate in the anti-skid component is grounded. This allows the anti-skid components to provide support for the vehicle, preventing the vehicle from sliding when parked and improving parking stability.

[0048] In some embodiments, the telescopic assembly includes a drive unit, a telescopic sleeve, and a linear motion unit; the drive unit is connected to the vehicle body; the drive unit is connected to the linear motion unit, the telescopic sleeve includes multiple layers of tubes sleeved together, and the multiple layers of tubes are connected to the linear motion unit; the drive unit is used to drive the linear motion unit to perform linear motion, and during the linear motion of the linear motion unit, the tubes in the telescopic sleeve are driven to extend or retract in a sequence from the inside to the outside, thereby causing the telescopic assembly to extend or shorten.

[0049] The telescopic sleeve includes an inner tube 7, a middle tube 8, and an outer tube 9. The inner tube 7 is fitted inside the middle tube 8, and the middle tube 8 is slidably connected to the inner tube 7, with one end of the inner tube 7 extending out of the middle tube 8. The middle tube 8 is fitted inside the outer tube 9, and the middle tube 8 is slidably connected to the outer tube 9, with one end of the middle tube 8 extending out of the outer tube 9. The inner tube 8 is connected to a linear motion unit. The linear motion unit can drive the inner tube 7 to extend or retract from the middle tube 8, thereby changing the length of the inner tube 7 extending out of the middle tube 8, and can further drive the middle tube 8 to extend or retract from the outer tube 9, thereby changing the length of the middle tube 8 extending out of the outer tube 9. This nested design of the telescopic sleeve shortens the axial length in the retracted state, thus facilitating chassis layout and not affecting the normal driving of the vehicle.

[0050] Specifically, the first end of the inner tube 7 is always located inside the middle tube 8, and the second end of the inner tube 7 is hinged to the grounding foot plate 11. The second end of the inner tube 7 extends out from the second end of the middle tube 8. The first end of the middle tube 8 is always located inside the outer tube 9, and the second end of the middle tube 8 extends out from the second end of the outer tube 9. To ensure that the first end of the inner tube 7 is always inside the middle tube 8 and the second end of the inner tube 7 is always outside the middle tube 8, and to ensure that the first end of the middle tube 8 is always inside the outer tube 9, a first inner tube flange is provided at the first end of the inner tube 7, a second inner tube flange is provided at the second end of the inner tube 7, a second middle tube flange is provided at the second end of the middle tube 8, and a second outer tube flange is provided at the second end of the outer tube 9. The outer diameter of the first inner tube flange is larger than the outer diameter of the inner tube 7, and the first inner tube flange is fitted inside the middle tube 8. A channel for the lead screw in the linear motion unit to pass through is provided on the first inner tube flange; the outer diameter of the second middle tube flange is larger than... The outer diameter of the middle tube 8 is such that the inner tube 7 passes through a channel on the second middle tube flange, and the inner diameter of this channel is smaller than the outer diameter of the first inner tube flange. The outer diameter of the second inner tube flange is larger than the inner diameter of the channel on the second middle tube flange. The first middle tube flange has a channel for the lead screw of the linear motion unit to pass through, and the outer diameter of the first middle tube flange is larger than the outer diameter of the middle tube 8. The second outer tube flange has a channel for the middle tube 8 to extend outward, and the inner diameter of this channel is smaller than the outer diameter of the first middle tube flange. The outer diameter of the second outer tube flange is less than or equal to the outer diameter of the outer tube 9. When the linear motion unit drives the second end of the inner tube 7 to extend outward from the middle tube 8, the inner tube 7 continues to move until the first inner tube flange contacts the second middle tube flange. The inner tube 7 continues to extend outward, and the first inner tube flange pushes the second middle tube flange and the middle tube 8 to extend outward from the outer tube 9 until the first middle tube flange contacts the second outer tube flange. After that, the middle tube 8 can no longer move forward, and the telescopic assembly extends to its maximum length. When the linear motion unit moves the second end of the inner tube 7 towards the middle tube 8, it first moves the second inner tube flange to contact the second middle tube flange. Then, the second end of the inner tube 7 continues to move towards the middle tube 8, causing the second middle tube flange and the middle tube 8 to retract together into the outer tube 9. When the middle tube 8 and the inner tube 7 are fully retracted, the telescopic assembly is in its shortest state. In addition, the first end of the outer tube 9 is provided with a first outer tube flange, on which a channel is provided for the lead screw of the linear motion unit to pass through.

[0051] In this embodiment of the invention, a limit switch 6 is also provided on the telescopic component. The limit switch 6 detects the position of the first end of the inner tube 7. The control unit is also used to control the linear motion unit to stop moving when the limit switch 6 detects that the first end of the inner tube 7 has returned to the initial position during the return process of the inner tube 7, thereby preventing the telescopic component from being damaged by excessive retraction.

[0052] In some embodiments, a dustproof ring and a guide sleeve are provided between two tubes in adjacent layers of the telescopic sleeve.

[0053] To ensure the stability of the movement of the inner tube 7 and the middle tube 8, this embodiment of the invention provides a guide sleeve and a dustproof ring between the inner tube 7 and the middle tube 8, and also provides a guide sleeve and a dustproof ring between the middle tube 8 and the outer tube 9. The guide sleeve provides guidance for the movement of the inner tube 7 and the middle tube 8, and the dustproof ring prevents dust from entering between the inner tube 7 and the middle tube 8, and between the middle tube 8 and the outer tube 9, thereby improving the stability of the movement of the inner tube 7 and the middle tube 8.

[0054] In some embodiments, the drive unit includes a drive motor 2, a coupling 4, and a reducer 3; the output shaft of the drive motor 2 is connected to the input shaft of the reducer 3, and the output shaft of the reducer 3 is connected to the coupling 4; the reducer 3 reduces the output speed of the drive motor 2; one end of the coupling 7 is connected to the reducer, and the other end of the coupling 7 is connected to the linear motion unit. This drive unit has a reverse self-locking capability. Even if the drive motor 2 is completely de-energized, the telescopic component can still withstand significant axial pressure without retracting on its own. This ensures parking safety during extended periods of parking or in the event of a power outage in new energy vehicles.

[0055] The drive motor 2 can be a servo motor.

[0056] The linear motion unit includes a lead screw 5 and a nut; the lead screw 5 is threadedly connected to the nut; the telescopic sleeve is connected to the nut; the lead screw 5 is connected to the drive unit; the drive unit is used to drive the lead screw 5 to rotate, thereby causing the nut to move along the lead screw 5; the movement of the nut causes the inner tube 7 to move, thereby realizing the extension and retraction of the telescopic component.

[0057] Specifically, the inner tube 7 is sleeved outside the nut and connected to the nut. The first end of the lead screw 5 is connected to the coupling 7, and the second end of the lead screw 5 is provided with a nut limiter. The nut limiter provides a limit to the movement of the nut on the lead screw 5, preventing the nut from coming off the lead screw 5.

[0058] The inner tube 7 is detachably connected to the nut, such as by using bolts, screws or other detachable connection methods.

[0059] In some embodiments, in order to ensure the stability of the rotation of the lead screw 5, a lead screw fixing seat is provided on the outside of the lead screw 5. The lead screw fixing seat is rotatably connected to the first outer pipe flange on the outer pipe 9. The lead screw fixing seat is fixedly connected to the lead screw 5 and can also rotate around its own axis. The lead screw fixing seat ensures that the lead screw 5 rotates flexibly without jamming.

[0060] In some embodiments, the telescopic assembly is connected to the vehicle body via a universal joint, and the telescopic assembly is rotated by rotating the universal joint to adjust the tilt angle between the telescopic assembly and the vehicle body. When the vehicle parking assist command type is hill parking assist, there is an angle of inclination between the telescopic component and the longitudinal plane and the vertical plane of the vehicle body. The longitudinal plane refers to the plane perpendicular to the horizontal plane along the length of the vehicle body, and the vertical plane refers to the plane perpendicular to the horizontal plane along the height of the vehicle body. When the vehicle parking assist command type is repair parking assist, the telescopic component is perpendicular to the vehicle body to improve the utilization rate of the lifting force generated by the anti-slip component.

[0061] In this embodiment of the invention, the drive motor 2 in the telescopic assembly is connected to the mounting bracket 1 via a universal joint. The mounting bracket 1 is fixedly connected to the vehicle body. By rotating the drive motor 2, the entire telescopic assembly is rotated, thereby adjusting the tilt angle between the telescopic assembly and the vehicle body.

[0062] Vehicle parking assist command types include hill start assist and repair parking assist. When the vehicle parking assist command type is hill start assist, the telescopic component is rotated to have an inclination angle between the longitudinal plane and the vertical plane of the vehicle body to provide stable support when parking on a steep slope. This inclination angle can be set according to needs, such as 45°. When the vehicle parking assist command type is repair parking assist, the telescopic component is rotated to a state perpendicular to the vehicle body. At this time, the telescopic component extends to lift the vehicle body, thereby improving the utilization rate of the anti-skid components.

[0063] In some embodiments, the second end of the inner tube 7 is connected to the angle joint 10, and the angle joint 10 is also hinged to the grounding foot plate 11. The angle joint 10 can be a universal joint. By setting the angle joint 10 and hinged the angle joint 10 to the grounding foot plate 11, it is ensured that the grounding foot plate 11 can fully contact the ground after the telescopic component is extended, thereby improving the lifting effect on the vehicle.

[0064] The bearing joint 10 is preferably a ball joint or a double-axis universal joint. The bottom surface of the grounding foot plate 11 can be designed with tapered teeth or ridges to penetrate soft ground (gravel, soil) to obtain horizontal shear resistance and further improve the vehicle's parking stability. When the telescopic component extends at any tilt angle (e.g., 45°), the grounding foot plate 11 can swing freely around the angle joint 10 under the action of gravity until its bottom surface is completely in contact with the ground.

[0065] In some embodiments, the system further includes a human interaction module, which is used to acquire vehicle parking assistance commands issued by the user, and the human interaction module is communicatively connected to the control unit.

[0066] In this embodiment of the invention, the control unit is connected to the drive motors and human-machine interface of the four anti-slip components via a CAN bus or hardwired connection.

[0067] The human interaction module includes mechanical buttons, virtual buttons, a voice command receiving module, and a motion command receiving module.

[0068] The mechanical buttons include hill-start assist mechanical buttons and repair parking assist mechanical buttons, while the virtual buttons include hill-start assist virtual buttons and repair parking assist virtual buttons. Users can send vehicle parking assist commands to the control unit by pressing the corresponding mechanical or virtual buttons, and the sent vehicle parking assist commands include command type information.

[0069] In addition, users can send vehicle parking assist commands to the control unit by issuing voice or corresponding actions to activate hill descent parking assist or repair parking assist, and the sent vehicle parking assist commands include command type information.

[0070] The voice command receiving module and the action command receiving module are used to receive voice information and action information issued by the user, respectively, and then analyze the voice and action information to determine the type of vehicle parking assistance command. When the voice or action of activating hill parking assist or activating repair parking assist is recognized, the vehicle parking assistance command is sent to the control unit.

[0071] Furthermore, the vehicle anti-skid component parking assist system proposed in this embodiment of the invention also includes a vehicle status acquisition unit and a road slope acquisition unit; Vehicle status acquisition unit, used to acquire vehicle status; The road slope acquisition unit is used to acquire the road slope where the vehicle is located.

[0072] The control unit is used to generate a steep slope parking assist command when the vehicle is stationary and the road gradient is greater than a set gradient threshold.

[0073] The control unit is used to determine that the vehicle is stationary when the vehicle is in P or B gear and the vehicle speed is 0, based on the vehicle status.

[0074] The slope threshold can be set according to requirements, such as 15°.

[0075] In some embodiments, the control unit is used to determine the type of vehicle parking assistance command; When the vehicle parking assist command type is steep slope parking assist, the telescopic component in the anti-skid component at the lower end of the steep slope is controlled to extend to the grounding foot plate and ground; When the vehicle parking assist command type is repair parking assist, control the telescopic components in all anti-skid components to extend to the set length.

[0076] The control unit proposed in this embodiment of the invention is used to determine that the vehicle is at the lower end of a steep slope based on the vehicle status (including the vehicle body posture information), and then control the two telescopic components set at the lower end of the steep slope to extend to the grounding foot plate for grounding.

[0077] Vehicle attitude information can be obtained through an inertial measurement unit (IMU) to determine the vehicle's orientation (uphill / downhill). If it is uphill (vehicle facing upward), the two anti-skid components at the rear of the vehicle are extended; if it is downhill (vehicle facing downward), the two anti-skid components at the front of the vehicle are extended.

[0078] In some embodiments, the anti-slip component further includes an anti-slip force data acquisition unit; Anti-slip force data acquisition unit, used to acquire the anti-slip force generated by the anti-slip component; The control unit is used to control the extension component in the anti-skid member at the lower end of the steep slope to extend when the vehicle parking assist command type is steep slope parking assist, until the anti-skid force generated by the anti-skid member reaches the set anti-skid force range.

[0079] Since the anti-slip component is powered by a drive motor, the embodiments of the present invention determine the anti-slip force generated by the anti-slip component by monitoring the drive motor current and the drive motor rotor position.

[0080] Specifically, the anti-slip force data acquisition unit includes a current sensor and a rotor position sensor; the current sensor is used to acquire the drive motor current, and the rotor position sensor is used to acquire the rotor position of the drive motor.

[0081] The control unit is used to determine whether the anti-slip force generated by the anti-slip component has reached the set anti-slip force range based on the drive motor current and the rotor position of the drive motor. Specifically, when the rotor position of the drive motor does not change and the drive motor current reaches the set current range, it is determined that the anti-slip force generated by the anti-slip component has reached the set anti-slip force range, and the drive motor is de-energized to lock the telescopic component, so that the telescopic component is maintained at the extended length.

[0082] In this embodiment of the invention, the drive motor 2 employs a current-position dual closed-loop control system. The system samples the motor current Ia (reflecting force) and rotor position (reflecting extension length) in real time. As the telescopic component extends, the grounding foot plate 11 gradually presses against the ground, increasing the ground reaction force, and the motor current Ia rises synchronously. When Ia reaches a preset threshold and the rotor position feedback shows no change (it has contacted the hard ground), the control unit determines that the motor is in position, and the motor is powered off and self-locked.

[0083] In this embodiment of the invention, the correspondence between the drive motor current and the anti-slip force generated by the anti-slip component is calibrated in advance when the rotor position of the drive motor remains unchanged. Then, the current range corresponding to the set anti-slip force range can be determined by using the correspondence between the drive motor current and the anti-slip force generated by the anti-slip component, and the current range can be used in the logic judgment process of whether the drive unit is powered off.

[0084] In some embodiments, the control unit is further configured to calculate and determine the target anti-skid force of the vehicle based on the road slope where the vehicle is located; Take half of the target anti-skid force and add the set anti-skid force margin to get the set anti-skid force range.

[0085] The target anti-skid force is determined based on the slope of the road where the vehicle is located. The specific calculation process is as follows: The component of the vehicle's downward sliding force F along the slope is: F = m·g·sinθ; Considering the off-road safety factor α, the anti-skid force that the vehicle needs to generate to prevent it from rolling away is... F 抗 , F 抗 =α·m·g·sinθ.

[0086] Based on this, the maximum tire anti-skid capacity F_friction is considered as follows: F_friction =μ × m·g·cosθ; Determine the target anti-skid force F of the vehicle 目标 = F 抗 -F_friction=α·m·g·sinθ-μ × m·g·cosθ; then the target anti-skid force is distributed to two anti-skid components. Each anti-skid component needs to generate half of the target anti-skid force. Furthermore, in order to ensure the stability of the vehicle when parking on a steep slope, a certain margin is added to half of the target anti-skid force to obtain a set anti-skid force range. When the set anti-skid force range is used to control whether the anti-skid component continues to extend, it is ensured that the anti-skid force generated by the anti-skid component that has extended to the appropriate position can definitely ensure the stability of the vehicle parking, thereby effectively preventing the vehicle from rolling away.

[0087] In some embodiments, the control unit is configured to perform extension control on each anti-skid component when the vehicle parking assist command type is repair parking assist, and during the extension control of the anti-skid component, determine the extension length of the telescopic component in the anti-skid component according to the rotor position of the drive motor, and when the telescopic component extends to the set length, control the motor to cut off power and stop rotating, so as to keep the anti-skid component in this extended state.

[0088] To verify the parking assistance effect of the vehicle anti-skid component parking assistance system proposed in this embodiment of the invention, a real vehicle experiment was conducted. The vehicle used in the real vehicle experiment had a total weight of 3.5 tons; a parking slope of 45°; a parking ground type of gravel slope; and a test method of static parking loading + impact loading test.

[0089] Experimental results: The anti-skid capacity of the anti-skid component on one side of the vehicle is ≥ 28kN; The total anti-slip capacity of the two-sided anti-slip components is ≥ 56kN; The safety factor for the vehicle when parked is approximately 2.3, which is greater than the required safety factor of 1.8.

[0090] The above experiments demonstrate that the vehicle parking assist system with anti-skid components proposed in this invention can improve the stability and safety of vehicles parking on steep slopes, and meet the requirements for parking on steep slopes.

[0091] This invention proposes a vehicle parking assistance system with a ground-mounted anti-skid component. The system has anti-skid components installed on the front, rear, left, and right sides of the vehicle. Telescopic components within these anti-skid components can extend and retract. When parking assistance is required and a parking assistance command is issued, the control unit controls the telescopic components to extend until the grounding feet in the anti-skid components are grounded. This provides support to the vehicle through the anti-skid components, preventing slippage during parking. It improves the stability and safety of parking on steep slopes, meeting the requirements for parking on steep slopes, and ensuring the vehicle's anti-skid capability is not limited by the tire adhesion coefficient. It allows for stable parking in low-adhesion environments such as sandy or gravel slopes, reduces the risk of rollover, has a mechanical redundancy safety mechanism, and can maintain a parking state even when the power is off in new energy vehicles. It is suitable for new energy platforms with no continuous energy consumption scenarios, and its performance is significantly better than electronic parking systems.

[0092] In addition, the control unit can also control all anti-skid components to extend together by a set length, raising the vehicle to a set height, thereby facilitating vehicle maintenance or tire replacement and improving the convenience of vehicle maintenance.

[0093] like Figure 4 As shown, this embodiment of the invention also proposes a vehicle, including a parking assist system with a ground-penetrating anti-skid component proposed in this embodiment of the invention.

[0094] One of them is a parking assist system for a vehicle with anti-skid components, including: anti-skid components and control units disposed on the front, rear, left and right sides of the vehicle; The anti-skid components include a telescopic assembly and a grounding foot plate; one end of the telescopic assembly is connected to the vehicle body, and the other end of the telescopic assembly is hinged to the grounding foot plate; The control unit is connected to the telescopic assembly; The control unit is used to control the telescopic assembly to extend to grounding the grounding foot plate when a vehicle parking assist command is detected.

[0095] In some embodiments, the system further includes a vehicle status acquisition unit and a road slope acquisition unit; Vehicle status acquisition unit, used to acquire vehicle status; The road slope acquisition unit is used to acquire the road slope where the vehicle is located.

[0096] The control unit is used to generate a steep slope parking assist command when the vehicle is stationary and the road gradient is greater than a set gradient threshold.

[0097] In some embodiments, the control unit is used to determine the type of vehicle parking assistance command; When the vehicle parking assist command type is steep slope parking assist, the telescopic component in the anti-skid component at the lower end of the steep slope is controlled to extend to the grounding foot plate and ground; When the vehicle parking assist command type is repair parking assist, control the telescopic components in all anti-skid components to extend to the set length.

[0098] In some embodiments, the anti-slip component further includes an anti-slip force data acquisition unit; Anti-slip force data acquisition unit, used to acquire the anti-slip force generated by the anti-slip component; The control unit is used to control the extension component in the anti-skid member at the lower end of the steep slope to extend when the vehicle parking assist command type is steep slope parking assist, until the anti-skid force generated by the anti-skid member reaches the set anti-skid force range.

[0099] In some embodiments, the control unit is further configured to calculate and determine the target anti-skid force of the vehicle based on the road slope where the vehicle is located; Take half of the target anti-skid force and add the set anti-skid force margin to get the set anti-skid force range.

[0100] Since the vehicle anti-skid component parking assist system in this embodiment of the invention provides power for the extension and retraction of the telescopic component through a drive motor, this embodiment of the invention determines the anti-skid force generated by the anti-skid component by monitoring the drive motor current and the drive motor rotor position. Based on the drive motor current and the rotor position of the drive motor, it is determined that the anti-slip force generated by the anti-slip component has reached the set anti-slip force range. Specifically, when the rotor position of the drive motor does not change and the drive motor current reaches the set current range, it is determined that the anti-slip force generated by the anti-slip component has reached the set anti-slip force range. The drive motor is then de-energized, and the telescopic component is locked to maintain the telescopic component at the extended length.

[0101] In this embodiment of the invention, the drive motor 2 employs a current-position dual closed-loop control system. The system samples the motor current Ia (reflecting force) and rotor position (reflecting extension length) in real time. As the telescopic component extends, the grounding foot plate 11 gradually presses against the ground, increasing the ground reaction force, and the motor current Ia rises synchronously. When Ia reaches a preset threshold and the rotor position feedback shows no change (it has contacted the hard ground), the control unit determines that the motor is in position, and the motor is powered off and self-locked.

[0102] Beforehand, the correspondence between the drive motor current and the anti-slip force generated by the anti-slip component is calibrated when the rotor position of the drive motor remains unchanged. Then, the current range corresponding to the set anti-slip force range can be determined by using the correspondence between the drive motor current and the anti-slip force generated by the anti-slip component. This current range is then used in the logic judgment process of whether the drive unit is powered off.

[0103] In some embodiments, the telescopic assembly includes a drive unit, a telescopic sleeve, and a linear motion unit; the drive unit is connected to the vehicle body; the drive unit is connected to the linear motion unit, the telescopic sleeve includes multiple layers of tubes sleeved together, and the multiple layers of tubes are connected to the linear motion unit; the drive unit is used to drive the linear motion unit to perform linear motion, and during the linear motion of the linear motion unit, the tubes in the telescopic sleeve are driven to extend or retract in a sequence from the inside to the outside, thereby causing the telescopic assembly to extend or shorten.

[0104] In some embodiments, the system further includes a human interaction module for acquiring vehicle parking assistance commands issued by the user.

[0105] Specifically, anti-slip components 12 are connected to the front, rear, left, and right sides of the vehicle, and the control unit is integrated into the vehicle body or into the body controller.

[0106] like Figure 4 As shown, when the anti-skid component 12 is installed on the front, rear, left and right sides of the vehicle, the anti-skid component 12 can be connected to the vehicle's anti-collision beam and longitudinal beam.

[0107] The vehicles can be traditional fuel-powered vehicles or new energy pure electric and hybrid vehicles.

[0108] This invention proposes a vehicle that incorporates anti-skid components on its front, rear, left, and right sides. These anti-skid components have telescopic elements that can extend and retract. When parking assistance is required and a parking assistance command is issued, the control unit controls the telescopic elements to extend until the grounding feet in the anti-skid components are grounded. This provides support for the vehicle through the anti-skid components, preventing slippage during parking. This improves the stability and safety of parking on steep slopes, meeting the requirements for parking on steep slopes and ensuring that the vehicle's anti-skid capability is not limited by the tire adhesion coefficient. It allows for stable parking in low-adhesion environments such as sandy or gravel slopes, reduces the risk of rollover, and features a mechanical redundancy safety mechanism. Furthermore, it maintains its parking state even when the new energy vehicle is powered off, making it suitable for new energy platforms with no continuous energy consumption scenarios. Its performance is significantly better than electronic parking systems.

[0109] In addition, it can control all anti-skid components to extend together to a set length, raising the vehicle to a set height, thereby facilitating vehicle maintenance or tire replacement and improving the convenience of vehicle maintenance.

[0110] like Figure 5 As shown in the embodiments of the present invention, a parking assist method for a vehicle parking assist system with a ground-penetrating anti-skid component is also proposed, comprising: Monitor vehicle parking assist commands; when a vehicle parking assist command is detected, control the telescopic assembly to extend until the grounding foot plate is grounded.

[0111] Among them, the vehicle parking assistance commands are monitored by monitoring the vehicle status and the slope of the road where the vehicle is located, as well as the vehicle parking assistance commands generated by the human interaction module.

[0112] When the vehicle is stationary and the road slope is greater than a set slope threshold, a steep slope parking assist command is generated. When the steep slope parking assist command is detected, the telescopic component in the anti-skid member at the lower end of the steep slope is extended until the grounding foot is grounded. In order to ensure the anti-skid support effect for the vehicle and the stability of the vehicle when parked on a steep slope, the anti-skid force generated by the anti-skid member is obtained during the extension process according to the steep slope parking assist command. When the anti-skid force generated by the anti-skid member reaches the set anti-skid force range, the drive motor is de-energized to lock the telescopic component and keep it at the extended length.

[0113] The anti-skid force range is determined based on the road slope where the vehicle is located, specifically: The target anti-skid force of the vehicle is calculated and determined based on the slope of the road where the vehicle is located; Take half of the target anti-skid force and add the set anti-skid force margin to get the set anti-skid force range.

[0114] When the vehicle parking assist command type is repair parking assist, the extension control is performed on each anti-skid component. During the extension control of the anti-skid component, the extension length of the telescopic component in the anti-skid component is determined according to the rotor position of the drive motor. When the telescopic component extends to the set length, the motor is powered off and stopped, and the anti-skid component is kept in this extended state.

[0115] Since the embodiments of the present invention use a drive motor to provide power for the extension and retraction of the telescopic component, the embodiments of the present invention determine the anti-slip force generated by the anti-slip component by monitoring the drive motor current and the drive motor rotor position; Based on the drive motor current and the rotor position of the drive motor, it is determined that the anti-slip force generated by the anti-slip component has reached the set anti-slip force range. Specifically, when the rotor position of the drive motor does not change and the drive motor current reaches the set current range, it is determined that the anti-slip force generated by the anti-slip component has reached the set anti-slip force range. The drive motor is then de-energized, and the telescopic component is locked to maintain the telescopic component at the extended length.

[0116] In this embodiment of the invention, the drive motor 2 employs a current-position dual closed-loop control system. The system samples the motor current Ia (reflecting force) and rotor position (reflecting extension length) in real time. As the telescopic component extends, the grounding foot plate 11 gradually presses against the ground, increasing the ground reaction force, and the motor current Ia rises synchronously. When Ia reaches a preset threshold and the rotor position feedback shows no change (it has contacted the hard ground), the control unit determines that the motor is in position, and the motor is powered off and self-locked.

[0117] Beforehand, the correspondence between the drive motor current and the anti-slip force generated by the anti-slip component is calibrated when the rotor position of the drive motor remains unchanged. Then, the current range corresponding to the set anti-slip force range can be determined by using the correspondence between the drive motor current and the anti-slip force generated by the anti-slip component. This current range is then used in the logic judgment process of whether the drive unit is powered off.

[0118] It should be noted that the parking assistance method of the vehicle anti-skid component type parking assistance system provided in the above embodiment belongs to the same concept as the embodiment of the vehicle anti-skid component type parking assistance system when controlling the anti-skid component. The specific implementation process is detailed in the description of the workflow in the system embodiment, and will not be repeated here.

[0119] Furthermore, the parking assistance method of the vehicle ground-insertion anti-skid component type parking assistance system proposed in the embodiments of the present invention, when the vehicle needs parking assistance and issues a vehicle parking assistance command, the control unit controls the telescopic component to extend to the grounding foot plate in the anti-skid component to ground, thereby providing support for the vehicle through the anti-skid component, preventing the vehicle from sliding when parking, and improving parking stability.

[0120] The parking assistance method of a vehicle parking assistance system with a road-clamping anti-skid component proposed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules in the processor. The software modules can reside in mature storage media in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory, and the processor reads the information in the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, a detailed description is not provided here.

[0121] It should be noted that all data acquisition is conducted in accordance with laws and regulations and with user consent, and the data is used legally.

[0122] Those skilled in the art will recognize that the units and algorithm steps described in conjunction with the embodiments herein can be implemented in electronic hardware or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0123] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A parking assist system for vehicles with anti-skid components, characterized in that, include: Anti-skid components and control units are installed on the front, rear, left and right sides of the vehicle; The anti-skid components include a telescopic assembly and a grounding foot plate; one end of the telescopic assembly is connected to the vehicle body, and the other end of the telescopic assembly is hinged to the grounding foot plate; The control unit is connected to the telescopic assembly; The control unit is used to control the telescopic assembly to extend to grounding the grounding foot plate when a vehicle parking assist command is detected.

2. The vehicle parking assist system with anti-skid component as described in claim 1, characterized in that, The system also includes a vehicle status acquisition unit and a road slope acquisition unit; Vehicle status acquisition unit, used to acquire vehicle status; The road slope acquisition unit is used to acquire the road slope where the vehicle is located. The control unit is used to generate a steep slope parking assist command when the vehicle is stationary and the road gradient is greater than a set gradient threshold.

3. The vehicle parking assist system with anti-skid component as described in claim 1, characterized in that, The control unit is used to determine the type of vehicle parking assist command; When the vehicle parking assist command type is steep slope parking assist, the telescopic component in the anti-skid component at the lower end of the steep slope is controlled to extend to the grounding foot plate and ground; When the vehicle parking assist command type is repair parking assist, control the telescopic components in all anti-skid components to extend to the set length.

4. The vehicle parking assist system with anti-skid component as described in claim 3, characterized in that, The anti-slip component also includes an anti-slip force data acquisition unit; Anti-slip force data acquisition unit, used to acquire the anti-slip force generated by the anti-slip component; The control unit is used to control the extension component in the anti-skid member at the lower end of the steep slope to extend when the vehicle parking assist command type is steep slope parking assist, until the anti-skid force generated by the anti-skid member reaches the set anti-skid force range.

5. A parking assist system for vehicles with anti-skid components as described in claim 4, characterized in that, The control unit is also used to calculate and determine the vehicle's target anti-skid force based on the road slope where the vehicle is located; Take half of the target anti-skid force and add the set anti-skid force margin to get the set anti-skid force range.

6. A parking assist system for vehicles with anti-skid components as described in claim 1, characterized in that, The telescopic assembly includes a drive unit, a telescopic sleeve, and a linear motion unit; the drive unit is connected to the vehicle body; the drive unit is connected to the linear motion unit, and the telescopic sleeve includes multiple layers of tubes nested together, with the multiple layers of tubes connected to the linear motion unit; the drive unit is used to drive the linear motion unit to perform linear motion, and during the linear motion of the linear motion unit, it drives the tubes in the telescopic sleeve to extend or retract in a sequence from the inside to the outside, thereby causing the telescopic assembly to extend or shorten.

7. A vehicle parking assist system with anti-skid components as described in claim 1, characterized in that, The system also includes a human interaction module, which is used to obtain vehicle parking assistance commands issued by the user.

8. A parking assist system for vehicles with anti-skid components as described in claim 1, characterized in that, The telescopic assembly is connected to the vehicle body via a universal joint; When the vehicle parking assist command type is hill parking assist, there is an angle of inclination between the telescopic component and both the longitudinal and vertical planes of the vehicle body. When the vehicle parking assist command type is repair parking assist, the telescopic component is perpendicular to the vehicle body.

9. A vehicle, characterized in that, Including a parking assist system for a vehicle with a ground-penetrating anti-skid component as described in any one of claims 1-8.

10. A parking assist method for a vehicle's anti-skid component-type parking assist system as described in any one of claims 1-8, characterized in that, include: Monitor vehicle parking assist commands; When a vehicle parking assist command is detected, the telescopic assembly is controlled to extend until the grounding foot plate is grounded.

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