An automatic parking (AUTOHOLD) intelligent parking control method and system

Abstract

The application discloses an automatic parking AUTOHOLD intelligent parking control method and system, wherein the method comprises the following steps: collecting vehicle information, determining whether the vehicle reaches a steady-state parking state based on multiple conditions, and triggering an automatic parking preparation; adaptively calculating the parking locking torque of each wheel according to the slope grade of the road where the vehicle is located and the vehicle load; after the vehicle is completely stationary, the parking locking torque is established by using a delay and gradual change mode, and the automatic parking maintaining mode is entered; in response to a starting operation, the parking locking torque is released by using a gradual change slope mode, and when a main controller fault is detected, the redundant controller seamlessly takes over the automatic parking whole-process control. Through the multi-dimensional state joint determination, the slope load adaptive torque matching, the smooth intervention and the gradual change de-parking control, and the double-redundant controller backup, the application realizes the intelligent parking in all working conditions, eliminates the false parking and the false de-parking, and improves the driving comfort and the system safety.

Description

Technical Field

[0001] This invention relates to the field of automotive brake-by-wire technology, and in particular to an AUTOHOLD intelligent parking control method and system. Background Technology

[0002] The AUTOHOLD automatic parking function can automatically apply parking braking force after the vehicle comes to a stop, without the need for the driver to continuously press the brake pedal or pull the handbrake. It can significantly reduce the driving load in scenarios such as stopping at traffic lights, following other vehicles in congested traffic, and parking on slopes, and has become a standard core function of intelligent drive-by-wire chassis.

[0003] However, existing AUTOHOLD technology solutions generally have the following shortcomings: Regarding the timing of parking intervention, the timing of AUTOHOLD intervention after the vehicle comes to a complete stop is unreasonable; intervention that is too early can easily cause nose-diving impact, while intervention that is too late can lead to vehicle slippage; regarding parking torque control, the parking clamping torque is fixed and cannot adaptively match different working conditions such as flat roads, slopes, and vehicle loads, resulting in easy slippage on slopes and excessive clamping torque on flat roads leading to high energy consumption and excessive wear; regarding release, the release logic is rigid, with a sharp drop in torque at the moment of starting, which can easily cause the vehicle to lurch forward. The vehicle exhibits jerking and jerkiness, resulting in a poor driving experience. Regarding triggering logic, the conditions are relatively simple, failing to correlate with vehicle status such as seatbelts, doors, gear shift, and hood, posing a safety hazard of accidental or incorrect parking. In terms of functional coordination, no priority control mechanism has been established with chassis functions such as hill start assist, electronic parking brake, crawl control, and anti-lock braking, making it prone to function preemption and logical inconsistencies. Regarding safety redundancy, it lacks fault diagnosis and signal shielding mechanisms, and there is no dual-controller redundancy backup; a failure of the main control unit will result in the complete loss of the automatic parking function, posing a risk of missing safety safeguards. Furthermore, the traditional hydraulic pressure-holding architecture has low control precision and slow response, unable to match the millisecond-level precise torque control characteristics of a purely electromechanical braking architecture.

[0004] Therefore, existing technologies are insufficient to meet the safety, comfort, and reliability requirements of high-end drive-by-wire chassis for automatic parking functions. Summary of the Invention

[0005] The main objective of this invention is to provide an AUTOHOLD intelligent parking control method.

[0006] Another objective of this invention is to propose an AUTOHOLD intelligent parking control system.

[0007] The third objective of this invention is to provide a computer device.

[0008] A fourth objective of this invention is to provide a non-transitory computer-readable storage medium.

[0009] To achieve the above objectives, a first aspect of the present invention provides an AUTOHOLD intelligent parking control method, comprising: Collect vehicle information, and based on multiple conditions, determine that the vehicle has reached a steady-state braking stop, triggering automatic parking readiness; Based on the slope of the road surface and the vehicle load, the parking locking torque of each wheel is adaptively calculated. After the vehicle comes to a complete stop, the parking locking torque is established using a delayed and gradual change method, and the vehicle enters the automatic parking hold mode. In response to the start-up operation, the parking lock torque is released using a gradual slope method, and when a main controller failure is detected, the redundant controller seamlessly takes over the entire automatic parking process control.

[0010] In one embodiment of the present invention, the step of determining whether the vehicle has reached a steady-state braking state based on multiple conditions includes: Collect wheel speed values ​​to determine if the vehicle has reached a physically stationary state; Collect brake pedal signals to confirm the driver's intention to brake and stop; Collect data on gear position, seat belt, door and hood status to confirm the vehicle's safety lock status; When the physical static state, the braking and stopping intention, and the vehicle safety lock state are all satisfied at the same time, the vehicle is determined to be in steady-state braking and the automatic parking ready state is activated.

[0011] In one embodiment of the present invention, the adaptive calculation of the parking locking torque of each wheel based on the slope grade of the road surface where the vehicle is located and the vehicle load includes: The road surface is divided into multiple slope levels, and the slope compensation coefficient is determined according to the slope level. The greater the slope, the higher the compensation coefficient. Collect vehicle-mounted load signals and determine the load compensation coefficient based on the load status; Based on the basic parking torque, the slope compensation coefficient, the load compensation coefficient, and the safety redundancy torque, the parking locking torque of each wheel is calculated.

[0012] In one embodiment of the present invention, establishing the parking locking torque using a delayed gradual change method includes: After the vehicle meets the steady-state braking conditions, a fixed delay is applied, and then a smooth incremental function is used to gradually build up the torque. The pressure build-up slope is adaptively fine-tuned according to the road conditions. In automatic parking mode, when the system detects unfastening of the seatbelt, opening of the door, engine shutdown, or shifting into Park, the parking locking torque is gradually released and the electronic parking mechanical lock is triggered simultaneously.

[0013] In one embodiment of the present invention, the method of releasing the parking locking torque using a gradual slope includes: Based on the throttle opening signal during the start-up operation, the release slope is dynamically adjusted according to the current holding torque and throttle opening release torque, and automatically reduced under low-adhesion road surface or steep slope conditions.

[0014] In one embodiment of the present invention, it further includes: Establish a multi-system priority interlock. When a high-priority function is triggered, the low-priority function is automatically locked. The automatic parking function is restored after the high-priority function exits and the vehicle body returns to a steady state.

[0015] In one embodiment of the present invention, it further includes: When the main controller fails, the redundant controller takes over without delay and maintains the current parking torque unchanged. After taking over, it independently completes the entire process control. After the main controller recovers from the failure, it smoothly switches back to the main control mode.

[0016] To achieve the above objectives, a second aspect of the present invention provides an AUTOHOLD intelligent parking control system, comprising: The parking determination module is used to collect information on vehicle wheel speed, brake pedal status, gear position, seat belt, doors, hood and body slope. Based on multiple conditions, it determines that the vehicle has reached a steady-state braking stop and triggers automatic parking readiness. The torque calculation module is used to adaptively calculate the parking locking torque of each wheel based on the slope level of the road surface where the vehicle is located and the vehicle load. The gradual pressure build-up module is used to establish the parking locking torque in a delayed and gradual manner after the vehicle has come to a complete stop, and then enter the automatic parking holding mode. The parking release control module is used to respond to starting operations, releases the parking lock torque in a gradual slope manner, and seamlessly takes over the entire automatic parking process control by the redundant controller when the main controller is detected to be faulty.

[0017] To achieve the above objectives, a third aspect of this application provides a computer device, including a processor and a memory; wherein the processor reads executable program code stored in the memory to run a program corresponding to the executable program code, so as to implement an AUTOHOLD intelligent parking control method as described in the first aspect embodiment.

[0018] To achieve the above objectives, a fourth aspect of this application provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements an AUTOHOLD intelligent parking control method as described in the first aspect embodiment.

[0019] The embodiments of the present invention have the following beneficial effects: This invention eliminates false and incorrect parking by jointly determining the vehicle's steady-state braking stop through multi-dimensional state analysis; it achieves differentiated torque matching under different working conditions by adaptively calculating the parking locking torque based on slope and load; it achieves smooth parking intervention and stable start-up release through delayed gradual pressure build-up and gradual slope release, improving driving comfort; and it ensures safe and reliable operation under all working conditions by establishing priority interlocks with multiple systems and seamless takeover by redundant controllers. Attached Figure Description

[0020] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 A flowchart of an automatic parking intelligent parking control method provided in an embodiment of the present invention; Figure 2 This is a structural diagram of an AUTOHOLD intelligent parking control system provided in an embodiment of the present invention. Detailed Implementation

[0021] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0022] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0023] The following description, with reference to the accompanying drawings, describes an AUTOHOLD intelligent parking control method and system according to an embodiment of the present invention.

[0024] Example 1 This embodiment provides an AUTOHOLD intelligent parking control method, such as... Figure 1 As shown, the method includes the following steps: S1 collects vehicle information and determines, based on multiple conditions, that the vehicle has reached a steady-state braking stop, triggering automatic parking readiness.

[0025] S2 adaptively calculates the parking locking torque of each wheel based on the slope of the road surface and the vehicle load.

[0026] S3, after the vehicle comes to a complete stop, the parking locking torque is established using a delayed and gradual change method, and the vehicle enters the automatic parking holding mode.

[0027] S4 responds to start-up operations by releasing the parking lock torque using a gradual slope method, and when a main controller failure is detected, the redundant controller seamlessly takes over the entire automatic parking process control.

[0028] In this embodiment, the above method is based on an AUTOHOLD intelligent parking control system. This system includes a main control unit (MDC), a redundant control unit (VIU), four-wheel wheel-end EMB execution units (WCUs), a brake pedal acquisition unit, an accelerator pedal acquisition unit, a vehicle speed and wheel speed acquisition unit, a vehicle posture and slope acquisition unit, a gear acquisition unit, a seatbelt, door, and hood status acquisition unit, an EPB parking unit, an HHC hill-start assist unit, a dual CAN redundant communication unit, and a dual-path isolated power supply unit. The main control unit (MDC) and the redundant control unit (VIU) can independently complete the automatic parking trigger determination, parking torque calculation, holding control, and start-up release control. The wheel-end execution units (WCUs) are responsible for the closed-loop pressure build-up and gradual release execution of the parking torque for each wheel.

[0029] Specifically, step S1 includes: The system collects information in real time, including wheel speed, brake pedal travel, gear position, seat belt, doors, hood, vehicle slope, and ABS / ESC operating status, and determines whether the vehicle has reached a steady-state braking stop based on multiple conditions.

[0030] The complete judgment logic of multi-condition joint steady-state braking is as follows: First, zero-speed threshold judgment is performed. When the wheel speeds of all four wheels are less than or equal to 0.5 km / h and remain stable for 300 ms without fluctuation, the vehicle is determined to have reached a physically stationary state, excluding low-speed slippage and false stop conditions caused by bumps. Second, brake pedal threshold judgment is performed. When the brake pedal travel opening is greater than or equal to 15%, or the effective brake pedal depress signal lasts for more than or equal to 200 ms, it is confirmed that the driver intends to brake and stop, avoiding road bumps and false short-term braking. At the same time, the effective judgment of the vehicle status is performed. When the gear is in D or N, the driver's seat belt is in the wearing and locking state, all four doors and the engine compartment and hood are closed and locked, and there is no active unlocking or door opening and exit signal for the whole vehicle, the vehicle is confirmed to be in a safe locking state.

[0031] When the following conditions are simultaneously met: four wheels are in a steady-state zero-speed condition, the driver has a valid braking intention condition, the vehicle is in a safe locked state, and there is no ABS / ESC active intervention or chassis fault error report, the vehicle is determined to have come to a steady stop and the automatic parking ready state is activated. If any condition is not met, the ready state is exited to prevent accidental parking triggering.

[0032] Specifically, step S2 includes: The system adaptively calculates the parking locking torque of each wheel based on the slope of the road surface and the vehicle load.

[0033] In terms of slope classification, the driving surface is divided into three levels of conditions: flat road conditions correspond to a slope angle of less than or equal to 3°, gentle slope conditions correspond to a slope angle greater than 3° and less than or equal to 8°, and steep slope conditions correspond to a slope angle greater than 8°, covering all scenarios of conventional urban roads, mountain slopes, and garage ramps. A slope compensation coefficient is determined based on the slope level: the compensation coefficient for flat road conditions is 1.0; the compensation coefficient for gentle slope conditions increases linearly with the slope, ranging from 1.1 to 1.3; and the compensation coefficient for steep slope conditions also increases linearly with the slope, ranging from 1.3 to 1.6.

[0034] In terms of vehicle load determination, the vehicle load is collected by the vehicle suspension height sensor and axle load signal to distinguish between three states: unloaded, half-loaded and fully loaded. The unloaded reference load is the vehicle's curb weight, and the fully loaded load is the vehicle's maximum permissible gross weight.

[0035] The formula for calculating the parking locking torque of a single-wheel EMB is: T=T0×K α ×K m +TΔ Where T0 is the vehicle's baseline parking torque on a flat road under no-load condition, with a fixed calibration value of 25 N·m; K α K is the slope compensation coefficient. m K is the load compensation coefficient. m =M / M0 (M is the real-time vehicle load, M0 is the no-load reference load); TΔ is the basic safety redundancy torque, fixed at 3 N·m, used to offset the slippage torque caused by slight road slopes and tire deformation. This formula can achieve an adaptive increase in parking torque as the slope and load increase, and a minimum torque when the vehicle is unloaded on a flat road, thus balancing anti-slippage safety with energy saving and wear reduction requirements.

[0036] Specifically, step S3 includes: After the vehicle comes to a complete stop, the system uses a delayed smooth intervention algorithm to gradually establish the EMB clamping torque, achieving automatic parking without nodding or impact.

[0037] The specific parameters and curve rules for delayed, gradual, and smooth intervention are as follows: After the vehicle meets the steady-state braking conditions, a fixed delay of 150ms is applied to avoid inertial swaying and residual slippage of the vehicle body at the moment of braking, completely eliminating the nose-diving impact caused by premature intervention. The torque-gradual pressure-building curve adopts a first-order inertial smooth increasing function, with the torque gradually increasing over time. The function expression is: T(t) = T max ×(1-e (-t / τ) ) Among them, T maxThe target stopping torque is calculated as follows: t is the gradual pressure build-up time, with a fixed total pressure build-up time of 500 ms; τ is the time constant, ranging from 80 to 120 ms, preferably 100 ms, to ensure a smooth increase in torque without abrupt changes. The pressure build-up slope is stably controlled within the range of 0.2 N·m / ms to 0.5 N·m / ms throughout the process, adaptively fine-tuned according to road conditions, using a smaller slope on flat roads and a larger slope on steep slopes to achieve smooth pressure build-up without vehicle body impact.

[0038] Once the pressure is built up, the system enters automatic parking mode. When the brake pedal is released, the vehicle comes to a stable stop without the need to continuously apply the brakes.

[0039] In automatic parking mode, when the system detects unfastening of the seatbelt, opening of the door, engine shutdown, or shifting into Park, it gradually releases the EMB parking locking torque and simultaneously triggers the EPB mechanical lock, achieving seamless connection between automatic parking and electronic parking, and ensuring safe parking without human intervention.

[0040] Specifically, step S4 includes: When the system detects that the driver has engaged a gear and pressed the accelerator to start, it adopts a gradual slope torque release strategy to smoothly release the gear and achieve a smooth start without jerking or hesitation.

[0041] The expression for the torque release core function is: T(x) = T hold ×(1-x / 100)×K x Among them, T hold The current holding torque; x is the real-time throttle opening percentage, ranging from 0 to 100%; K x The stationary smoothing correction coefficient is set to a value ranging from 0.95 to 1.0.

[0042] The torque release slope is dynamically adjusted according to the throttle opening range: when starting with a small throttle opening of 0 to 30%, the torque release slope is controlled between 0.15 N·m / ms and 0.3 N·m / ms, suitable for smooth creeping starts; when starting with a throttle opening of 30% to 70%, the slope is controlled between 0.3 N·m / ms and 0.6 N·m / ms; when starting with a throttle opening greater than 70%, the slope does not exceed 0.8 N·m / ms to prevent a sudden drop in torque. On low-adhesion rain and snow roads or steep slopes, the release slope is automatically reduced by 20% to slow down the torque release speed and prevent slippage and rolling backwards during starts; a standard slope is used on dry paved roads to balance smoothness and response speed.

[0043] In addition, the system establishes a multi-system priority interlocking mechanism, with the specific rules and switching conditions as follows: The overall priority of functions, from highest to lowest, is as follows: ABS / ESC active safety function, HHC hill start assist function, EPB electronic parking brake function, AUTOHOLD automatic parking function, and crawl control function. When a high-priority function is activated, low-priority functions are immediately locked or control is relinquished to prevent function preemption and conflict.

[0044] Regarding the interlock between ABS / ESC and AUTOHOLD: During vehicle driving or braking, when ABS / ESC is triggered (such as abnormal wheel speed, vehicle instability, or skidding), the AUTOHOLD intervention logic is immediately locked, and the activated AUTOHOLD immediately suspends torque holding and prioritizes vehicle stability control; after ABS / ESC disengages and the vehicle returns to a steady state, the AUTOHOLD readiness judgment is restored.

[0045] Regarding the interlocking of HHC and AUTOHOLD: When the vehicle is not completely stationary on a slope, HHC takes priority to prevent the vehicle from rolling backward; after the vehicle comes to a steady stop and AUTOHOLD is activated to hold the vehicle, HHC automatically disengages and AUTOHOLD continues to maintain the holding torque; when starting and releasing the vehicle, the AUTOHOLD torque is gradually released and HHC is pre-activated to prevent the vehicle from rolling backward at the moment of release.

[0046] Regarding the interlock between EPB and AUTOHOLD: During the vehicle's driving and parking phases, AUTOHOLD takes priority, while EPB remains in standby mode. When the system detects unfastening of the seatbelt, opening of the door, engine shutdown, shifting to P gear, or a power-off of the vehicle, AUTOHOLD gradually releases the EMB torque, simultaneously triggering the EPB mechanical lock to complete a seamless function switch. When EPB is actively activated, the AUTOHOLD function is immediately terminated.

[0047] Regarding the interlock between the crawl function and AUTOHOLD: when the vehicle is in crawl mode and driving at low speed, the AUTOHOLD trigger logic is locked; when the AUTOHOLD is in park hold mode, the crawl function cannot be activated to avoid conflict between crawl force and parking braking force, which could lead to vehicle jerking and component wear.

[0048] In terms of safety redundancy and fault handling, when the sensor signal is abnormal or the CAN communication fails, the system enables the fault shielding and degradation logic, locks the automatic parking trigger or holding function, and outputs fault alarm information.

[0049] When the main control unit (MDC) experiences a hardware failure, program crash, CAN communication interruption, abnormal signal output, or a self-test error that persists for more than 20ms, redundancy switching is immediately triggered. The redundant control unit (VIU) takes over without delay and maintains the current EMB parking torque unchanged. During the switching process, the current EMB parking torque remains unchanged, with no torque interruption and no vehicle roll. After taking over, the VIU independently completes the entire process of vehicle status acquisition, steady-state determination, torque adaptive calculation, smooth intervention, and de-parking control. Its functionality and performance are completely consistent with the MDC main control mode, with no performance degradation. After the MDC fault is recovered, the system can smoothly switch back to the main control mode without affecting the parking state.

[0050] Example 2 This invention also provides a hardware architecture for an AUTOHOLD intelligent parking control system. This hardware architecture includes a main control unit (MDC), a redundant control unit (VIU), four-wheel wheel-end EMB execution units (WCU), a brake pedal acquisition unit, an accelerator pedal acquisition unit, a vehicle speed and wheel speed acquisition unit, a vehicle body attitude and slope acquisition unit, a gear acquisition unit, a seat belt, door, and hood status acquisition unit, an EPB parking unit, an HHC hill start assist unit, a dual CAN redundant communication unit, and a dual-path isolated power supply unit.

[0051] Both the main control unit (MDC) and the redundant control unit (VIU) can independently complete automatic parking trigger determination, parking torque calculation, holding control, and start-up release control. When the main control unit (MDC) fails, the redundant control unit (VIU) takes over without delay and maintains the current parking torque unchanged, achieving seamless switching throughout the entire process. The wheel-end actuators (WCUs) are responsible for the closed-loop pressure build-up and gradual release execution of the parking torque for each wheel. Dual CAN redundant communication units and dual isolated power supply units provide communication and power supply guarantees for the system, meeting ASIL-D functional safety level requirements.

[0052] Example 3 This invention also provides an AUTOHOLD intelligent parking control system, such as... Figure 2 As shown, the system 10 includes: The parking determination module is used to collect information on vehicle wheel speed, brake pedal status, gear position, seat belt, doors, hood, and vehicle slope. Based on multiple conditions, it determines that the vehicle has reached a steady-state braking stop and triggers automatic parking readiness.

[0053] The torque calculation module is used to adaptively calculate the parking locking torque of each wheel based on the slope level of the road surface and the vehicle load.

[0054] The gradual pressure build-up module is used to establish the parking locking torque in a delayed and gradual manner after the vehicle has come to a complete stop, and then enter the automatic parking holding mode.

[0055] The parking release control module is used to respond to starting operations, releases the parking lock torque in a gradual slope manner, and seamlessly takes over the entire automatic parking process control by the redundant controller when the main controller is detected to be faulty.

[0056] Example 4 To implement the methods of the above embodiments, the present invention also provides a computer device, which includes a memory and a processor; wherein the processor reads executable program code stored in the memory to run a program corresponding to the executable program code, so as to implement the various steps of the methods described above.

[0057] Example 5 To implement the above embodiments, this application also proposes a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the method described in the foregoing embodiments.

[0058] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0059] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0060] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

Claims

1. An AUTOHOLD intelligent parking control method, characterized in that, Includes the following steps: Collect vehicle information, and based on multiple conditions, determine that the vehicle has reached a steady-state braking stop, triggering automatic parking readiness; Based on the slope of the road surface and the vehicle load, the parking locking torque of each wheel is adaptively calculated. After the vehicle comes to a complete stop, the parking locking torque is established using a delayed and gradual change method, and the vehicle enters the automatic parking hold mode. In response to the start-up operation, the parking lock torque is released using a gradual slope method, and when a main controller failure is detected, the redundant controller seamlessly takes over the entire automatic parking process control.

2. The method according to claim 1, characterized in that, The method of determining whether a vehicle has reached a steady-state braking stop based on multiple conditions includes: Collect wheel speed values ​​to determine if the vehicle has reached a physically stationary state; Collect brake pedal signals to confirm the driver's intention to brake and stop; Collect data on gear position, seat belt, door and hood status to confirm the vehicle's safety lock status; When the physical static state, the braking and stopping intention, and the vehicle safety lock state are all satisfied at the same time, the vehicle is determined to be in steady-state braking and the automatic parking ready state is activated.

3. The method according to claim 1, characterized in that, The adaptive calculation of the parking locking torque of each wheel based on the slope grade of the road surface and the vehicle load includes: The road surface is divided into multiple slope levels, and the slope compensation coefficient is determined according to the slope level. The greater the slope, the higher the compensation coefficient. Collect vehicle-mounted load signals and determine the load compensation coefficient based on the load status; Based on the basic parking torque, the slope compensation coefficient, the load compensation coefficient, and the safety redundancy torque, the parking locking torque of each wheel is calculated.

4. The method according to claim 1, characterized in that, The method of establishing the parking locking torque using a time-delayed gradual change includes: After the vehicle meets the steady-state braking conditions, a fixed delay is applied, and then a smooth incremental function is used to gradually build up the torque. The pressure build-up slope is adaptively fine-tuned according to the road conditions. In automatic parking mode, when the system detects unfastening of the seatbelt, opening of the door, engine shutdown, or shifting into Park, the parking locking torque is gradually released and the electronic parking mechanical lock is triggered simultaneously.

5. The method according to claim 1, characterized in that, The method of releasing the parking locking torque using a gradual slope includes: Based on the throttle opening signal during the start-up operation, the release slope is dynamically adjusted according to the current holding torque and throttle opening release torque, and automatically reduced under low-adhesion road surface or steep slope conditions.

6. The method according to claim 1, characterized in that, Also includes: Establish a multi-system priority interlock. When a high-priority function is triggered, the low-priority function is automatically locked. The automatic parking function is restored after the high-priority function exits and the vehicle body returns to a steady state.

7. The method according to claim 1, characterized in that, Also includes: When the main controller fails, the redundant controller takes over without delay and maintains the current parking torque unchanged. After taking over, it independently completes the entire process control. After the main controller recovers from the failure, it smoothly switches back to the main control mode.

8. An AUTOHOLD intelligent parking control system, characterized in that, include: The parking determination module is used to collect information on vehicle wheel speed, brake pedal status, gear position, seat belt, doors, hood and body slope. Based on multiple conditions, it determines that the vehicle has reached a steady-state braking stop and triggers automatic parking readiness. The torque calculation module is used to adaptively calculate the parking locking torque of each wheel based on the slope level of the road surface where the vehicle is located and the vehicle load. The gradual pressure build-up module is used to establish the parking locking torque in a delayed and gradual manner after the vehicle has come to a complete stop, and then enter the automatic parking holding mode. The parking release control module is used to respond to starting operations, releases the parking lock torque in a gradual slope manner, and seamlessly takes over the entire automatic parking process control by the redundant controller when the main controller is detected to be faulty.

9. A computer device, characterized in that, Including processor and memory; The processor reads executable program code stored in the memory to run a program corresponding to the executable program code, so as to implement the AUTOHOLD intelligent parking control method as described in any one of claims 1-7.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements an AUTOHOLD intelligent parking control method as described in any one of claims 1-7.

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