A vehicle start-up control method and a vehicle

Abstract

The application provides a vehicle starting control method and a vehicle, and relates to the field of vehicle control. The method comprises the following steps: in the case that it is determined that a starting mode of the vehicle meets an exit condition, controlling a driving motor of the vehicle to stop outputting torque, and outputting a brake maintaining instruction to a brake system of the vehicle, wherein the starting mode is a mode in which the vehicle waits for a starting release state in a state in which the driving motor preloads torque and the brake system of the vehicle maintains brake force; and controlling the vehicle to enter a running inhibition state, wherein the running inhibition state is used for inhibiting a driving torque instruction generated based on a release signal when the release signal of an accelerator pedal and a brake pedal is detected. According to the scheme, the driving motor is controlled to stop outputting torque and the brake is maintained when the starting mode exits, so that the vehicle is prevented from rolling on a slope, and meanwhile, the driving torque instruction is inhibited by the running inhibition state when the accelerator pedal and the brake pedal are released, so that the risk of a vehicle collision caused by unexpected sudden movement of the vehicle is avoided.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and more specifically, to a vehicle start-up control method and a vehicle in the field of vehicle control. Background Technology

[0002] With the rapid development of electronic control technology in new energy vehicles, in order to meet drivers' pursuit of the ultimate acceleration experience, more and more performance models have developed functions such as "launch control" and "track mode". The core logic of these functions is that when the driver simultaneously presses the brake pedal and the accelerator pedal, the vehicle controller recognizes the combination signal triggered by this special operation. While the braking system locks the wheels, it pre-loads a large reserve torque onto the drive motor. When the driver instantly releases the brake pedal, the pre-loaded torque is released instantly, thus obtaining a strong push-back feeling and acceleration far exceeding that of a normal start.

[0003] Currently, to address the risk of overheating and damage caused by drive motor stall (i.e., the drive motor being subjected to high current for an extended period while stationary), systems typically set a timeout protection threshold. If the driver does not release the brake pedal within this timeframe after the pre-loaded torque, the system determines that the start request has timed out and enters the timeout protection phase. At this point, the torque output of the drive motor is immediately cut off, and the vehicle resumes its normal driving mode once the driver has fully released both the accelerator and brake pedals. However, this approach has at least the following problems: During the timeout protection phase, the drive motor has no torque output. If the vehicle is on a slope, there is a risk of it rolling away after the brake pedal is released. Furthermore, when the timeout protection phase ends, the vehicle will directly activate the creep function without any intermediate transition. If the driver releases the accelerator and brake pedals, the vehicle may suddenly move, which could easily lead to a collision and poses a safety hazard. Summary of the Invention

[0004] This application provides a vehicle start-up control method, a vehicle, and a storage medium, which avoids the risk of collision caused by the vehicle rolling backwards on a slope and by unexpected sudden movement of the vehicle.

[0005] In a first aspect, this application provides a vehicle start-up control method, the method comprising: When it is determined that the vehicle's starting mode meets the exit conditions, the drive motor of the vehicle is controlled to stop outputting torque, and a brake holding command is output to the vehicle's braking system. The starting mode is a mode in which the vehicle waits for the vehicle to start and release when the drive motor is preloaded with torque and the vehicle's braking system maintains braking force. The vehicle is controlled to enter a driving suppression state, which is used to suppress the drive torque command generated based on the release signals of the accelerator pedal and brake pedal when the release signals of the accelerator pedal and brake pedal are detected.

[0006] In the above technical solution, by controlling the drive motor to stop outputting torque and simultaneously outputting a brake-maintaining command to the braking system when the vehicle's start-up mode meets the exit conditions, the vehicle can reliably remain stationary even on a slope after exiting the start-up mode, with zero torque output from the drive motor. This fundamentally eliminates the safety hazard of rolling away due to the loss of driving force. By controlling the vehicle to enter a driving suppression state and suppressing the drive torque command generated based on the release signals of the accelerator and brake pedals when they are detected, the vehicle will not automatically activate the creep mode and undergo unexpected sudden movement as in conventional logic after the driver releases the accelerator and brake pedals, thus eliminating the risk of collision caused by sudden movement.

[0007] In conjunction with the first aspect, in some possible implementations, determining that the vehicle's starting mode satisfies the exit condition includes: The duration of the vehicle's start-up mode exceeds a first preset time threshold.

[0008] In the above technical solution, by comparing the duration of the start-up mode with a first preset time threshold, and determining that the exit condition is met when the duration exceeds the first preset time threshold, the vehicle controller can actively trigger the exit process when the start-up mode lasts too long, thus avoiding overheating of the drive motor windings and excessive temperature rise of power devices caused by the drive motor being in a preloaded torque output state for a long time, effectively protecting the safety and durability of the drive motor and the vehicle controller.

[0009] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining that the vehicle's starting mode meets the exit conditions includes: It is determined that the temperature of the drive motor exceeds a preset temperature threshold.

[0010] In the above technical solution, by actively determining that the exit condition is met when the temperature of the drive motor exceeds the preset temperature threshold, the vehicle's drive motor is controlled to stop outputting torque, and a brake maintenance command is output to the vehicle's braking system. This enables the vehicle controller to actively unload the preloaded torque before the temperature of the drive motor windings reaches the safety limit of the insulation material or permanent magnet. This effectively avoids irreversible damage such as thermal aging of the insulation layer and excessive junction temperature of the power switching devices caused by the continuous flow of large current through the windings under long-term stall conditions of the drive motor, thus extending the service life and reliability of the drive motor and its controller.

[0011] In combination with the first aspect and the above-described implementation methods, in some possible implementation methods, controlling the vehicle to enter a driving suppression state includes: In response to the release signal, the generation of drive torque commands to trigger vehicle creep is suppressed according to a preset creep suppression flag; or, The system controls the vehicle to perform a neutral gear shift and controls the vehicle's braking system to lock the vehicle's wheels. Upon confirming that the neutral gear shift is complete and the wheels are locked, the system cancels the brake maintenance command; or... Control the vehicle to perform a parking gear shifting operation, and cancel the brake maintenance command once the parking gear shifting operation is confirmed to be completed.

[0012] In the above technical solution, upon detecting the release signals of the accelerator and brake pedals, the system responds to these signals and suppresses the generation of drive torque commands to trigger vehicle creep according to a preset creep suppression flag. This prevents the vehicle from automatically activating creep according to conventional vehicle logic when the driver releases the accelerator and brake pedals after exiting the start-up mode, thus eliminating the safety hazard of the vehicle suddenly moving unexpectedly before the driver is ready to drive. By controlling the vehicle to perform a neutral shift operation after the drive motor stops outputting torque and simultaneously controlling the vehicle's braking system to lock the wheels, the vehicle can cut off the power transmission path through neutral after exiting the start-up mode and lock the wheels through the vehicle's braking system. This eliminates the risk of drive motor stalling and prevents the vehicle from rolling on slopes when the drive motor is at zero torque output. Compared to methods that rely solely on hydraulic brakes, this solution offers higher parking reliability and lower system energy consumption. By controlling the vehicle to shift into parking gear after the drive motor stops outputting torque, the vehicle can directly and reliably lock the power output shaft and wheels using the mechanical locking structure inside the transmission (rigid engagement of the parking pawl and parking gear). This eliminates the need for continuous operation of the hydraulic braking system or electronic parking brake system to maintain the vehicle stationary for extended periods. This eliminates the risk of drive motor stalling and fundamentally prevents the vehicle from rolling away on slopes, resulting in high parking reliability. By canceling the brake holding command after confirming the parking gear shift is complete, the temporary hydraulic brake holding can be promptly disengaged after the reliable mechanical lock in P gear is established. This avoids problems such as increased brake fluid temperature, accelerated aging of seals, and overheating of the hydraulic pump motor caused by the hydraulic system remaining in a pressure-holding state for extended periods. Simultaneously, the brake calipers return from an active clamping state to a normal release state, providing the driver with a braking system-level preparation for subsequent gear shifting and starting.

[0013] In conjunction with the first aspect and the above implementation methods, in some possible implementations, after suppressing the generation of a drive torque command to trigger vehicle creep in response to the release signal according to a preset creep suppression flag, the method further includes: In response to a trigger signal indicating that the accelerator pedal or the brake pedal has been operated, the preset creep suppression flag is cleared and the brake maintenance command is revoked.

[0014] In the above technical solution, when a trigger signal indicating that the accelerator pedal or brake pedal has been operated is detected, the preset creep suppression flag is cleared and the brake maintenance command is simultaneously revoked. This allows the vehicle to transition from a driving suppression state to a normal driving state with the driver's active operation as a prerequisite. This ensures that every state switch originates from the driver's clear driving intention, avoids sudden behavioral changes caused by the vehicle controller automatically exiting the protection state, and significantly improves the safety of driving operations.

[0015] In conjunction with the first aspect and the above implementation methods, in some possible implementations, after canceling the brake maintenance command when it is determined that the neutral shift operation is completed and the wheels are locked, the method further includes: When the vehicle is detected to have shifted from neutral to the target driving gear, the vehicle braking system is controlled to release the locking of the wheels.

[0016] In the above technical solution, by controlling the vehicle braking system to release the wheel lock when the vehicle is detected to have shifted from neutral to the target driving gear, the transition of the vehicle from the driving inhibition state to the normal driving state is triggered by the driver's gear shifting operation. This ensures that the wheel unlocking action strictly follows the driver's clear driving intention and avoids the risk of unexpected vehicle movement caused by the vehicle controller automatically releasing the parking brake.

[0017] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, after canceling the brake maintenance command upon determining that the parking gear shifting operation is complete, the method further includes: Upon detecting that the brake pedal has been operated and receiving a shift request to exit the parking gear, the vehicle is controlled to switch to the target driving gear.

[0018] In the above technical solution, the vehicle is only switched to the target driving gear when the brake pedal is detected to be operated and a shift request to exit the parking gear is received at the same time. This makes the transition from the parking gear locked state to the normal driving state a dual safety condition of "applying the brake + shifting the gear" as the trigger premise. This ensures that the driver's starting intention is clear enough and strictly follows the safe operation procedure of exiting the parking gear. It effectively avoids unexpected gear switching and sudden vehicle movement caused by accidental touch of the shift lever or system misjudgment.

[0019] In combination with the first aspect and the above implementation methods, in some possible implementation methods, after controlling the vehicle to enter the driving inhibition state, the method further includes: When a trigger signal indicating that the accelerator pedal has been operated is detected and the brake pedal has not been operated, the driving suppression state is exited, and a corresponding drive torque command is generated based on the degree to which the accelerator pedal has been operated.

[0020] In the aforementioned technical solution, by using both "accelerator pedal being operated" and "brake pedal not being operated" as the criteria for exiting the driving suppression state, the vehicle only resumes driving force output when the driver has a clear intention to start. That is, when the accelerator and brake pedals are operated simultaneously, the braking priority principle takes effect, and the vehicle remains in the suppression state without outputting torque. This avoids unintended acceleration caused by accidental accelerator pedal pressing or abnormal pedal signals, significantly improving safety. By calculating and generating corresponding driving torque commands in real time based on the degree of accelerator pedal operation, the torque output amplitude is precisely matched with the driver's actual operation depth and speed. That is, a light press obtains a small torque for a smooth start, and a heavy press obtains a large torque for a rapid response. This completely eliminates the step-like abrupt change from "zero torque" to "fixed creep torque" in traditional solutions, making the entire starting process smooth, continuous, and predictable, thus improving driving comfort.

[0021] In combination with the first aspect and the above implementation methods, in some possible implementation methods, after controlling the vehicle to enter the driving inhibition state, the method further includes: If it is determined that the duration of the driving inhibition state exceeds the second preset time threshold and no operation signal of the accelerator pedal or the brake pedal is detected, then the vehicle is controlled to switch to parking gear.

[0022] In the above technical solution, by setting a second preset time threshold and timing the duration of the driving inhibition state, the system automatically controls the vehicle to switch to parking gear when the time expires and the driver does not operate it. This prevents the vehicle from remaining in the driving inhibition state indefinitely. In other words, when the driver does not operate the pedal for a long time due to forgetfulness, distraction, or an emergency, the system actively takes over and switches the vehicle to the safest parking state. This effectively avoids the risk of overheating and damage caused by the continuous operation of the hydraulic actuator of the braking system for a long time, and also eliminates the potential for power depletion caused by the vehicle battery continuously supplying power to the hydraulic pump.

[0023] Secondly, this application provides a vehicle start-up control device, the device comprising: The determination module is used to control the vehicle's drive motor to stop outputting torque and to output a brake maintenance command to the vehicle's braking system when the vehicle's start-up mode meets the exit conditions. The start-up mode is a mode in which the vehicle waits for the vehicle to start and release when the drive motor is preloaded with torque and the vehicle's braking system maintains braking force. The control module is used to control the vehicle to enter a driving suppression state, which is used to suppress the drive torque command generated based on the release signals of the accelerator pedal and brake pedal when the release signals of the accelerator pedal and brake pedal are detected.

[0024] Thirdly, this application provides a vehicle, including: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the method described in the first aspect or any possible implementation thereof.

[0025] Fourthly, this application provides a computer program product comprising: computer program code, which, when run on a computer, causes the computer to perform the method described in the first aspect or any possible implementation thereof.

[0026] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0027] Figure 1 This is a flowchart of a vehicle start-up control method provided in an embodiment of this application; Figure 2 This is a flowchart of another vehicle start-up control method provided in the embodiments of this application; Figure 3 This is a flowchart of another vehicle start-up control method provided in the embodiments of this application; Figure 4 This is a flowchart of another vehicle start-up control method provided in the embodiments of this application; Figure 5 This is a flowchart of another vehicle start-up control method provided in the embodiments of this application; Figure 6 This is a flowchart of another vehicle start-up control method provided in the embodiments of this application; Figure 7 This is a schematic diagram of the structure of a vehicle start control device provided in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0028] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0029] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0030] With the rapid development of electronic control technology in new energy vehicles, in order to meet drivers' pursuit of the ultimate acceleration experience, more and more performance models have developed functions such as "launch control" and "track mode". The core logic of these functions is that when the driver simultaneously presses the brake pedal and the accelerator pedal, the vehicle controller recognizes the combination signal triggered by this special operation. While the braking system locks the wheels, it pre-loads a large reserve torque onto the drive motor. When the driver instantly releases the brake pedal, the pre-loaded torque is released instantly, thus obtaining a strong push-back feeling and acceleration far exceeding that of a normal start.

[0031] Currently, to address the risk of overheating and damage caused by drive motor stall (i.e., the drive motor being subjected to high current for an extended period while stationary), systems typically set a timeout protection threshold. If the driver does not release the brake pedal within this timeframe after the pre-loaded torque, the system determines that the start request has timed out and enters the timeout protection phase. At this point, the torque output of the drive motor is immediately cut off, and the vehicle resumes its normal driving mode directly after the driver fully releases the accelerator and brake pedals. However, this approach has at least the following problems: During the timeout protection phase, the drive motor has no torque output, and if the vehicle is on a slope, there is a risk of the vehicle rolling backward after the brake pedal is released. Furthermore, when the timeout protection phase exits, the vehicle directly activates the creep function without any intermediate transition state. When the driver releases the accelerator and brake pedals, the vehicle suddenly moves, which can easily lead to a collision and poses a safety hazard. In view of this, to solve the above-mentioned technical problems, this application provides a vehicle start control method.

[0032] Figure 1This is a flowchart illustrating a vehicle start-up control method provided in an embodiment of this application. The execution entity of this method can be a vehicle controller. Figure 1 As shown, the method includes the following steps: Step 101: When it is determined that the vehicle's starting mode meets the exit conditions, control the vehicle's drive motor to stop outputting torque and output a brake maintenance command to the vehicle's braking system. The starting mode is a mode in which the vehicle waits for the vehicle to start and release while the drive motor is preloaded with torque and the vehicle's braking system maintains braking force.

[0033] The vehicle braking system includes Electronic Stability Program (ESP) and Electronic Parking Brake (EPB).

[0034] Step 102: Control the vehicle to enter a driving suppression state. The driving suppression state is used to suppress the drive torque command generated based on the release signals of the accelerator pedal and brake pedal when the release signals of the accelerator pedal and brake pedal are detected.

[0035] It should be noted that, in the embodiments of this application, the starting mode mainly refers to the launch start mode, that is, the mode in which the vehicle can reach a high speed in a very short time when starting. The core features of this mode mainly include the following aspects: 1. The drive motor has been preloaded with a large reserve torque, which is intended to output strong driving force immediately when the driver releases the brake pedal, thereby achieving the acceleration effect of launch control.

[0036] 2. The vehicle's braking system maintains continuous braking force, ensuring that the vehicle remains stationary until the starting command is issued.

[0037] 3. The vehicle is in a state of waiting for the driver to issue a start release command.

[0038] During the vehicle's start-up mode, the vehicle controller can detect in real time whether the exit conditions are met. If not, it means the vehicle can drive normally after the start-up release. If the conditions are met, the vehicle's drive motor needs to be controlled to stop outputting torque, and a brake-maintaining command needs to be output to the vehicle's braking system.

[0039] The following examples illustrate the situations where the exit conditions are met in the start-up mode: As one implementation method, determining that the vehicle's start-up mode meets the exit conditions includes: determining that the duration of the vehicle's start-up mode exceeds a first preset time threshold.

[0040] In practical applications, when a vehicle enters the start-up mode, the vehicle controller can simultaneously start an internal timer to accumulate the duration of the start-up mode. It is understood that the activation moment of the start-up mode is specific: it is the moment when the vehicle controller sends a preload torque command to the drive motor and a brake-maintaining command to the vehicle's braking system.

[0041] During the start-up mode, the vehicle controller reads the timer value in real time at a set sampling period (e.g., 10ms, 50ms, etc.) and compares it with a first preset time threshold (e.g., 15s). If the time value is greater than the first preset time threshold, the condition that "the duration of the start-up mode exceeds the first preset time threshold" is confirmed. At this time, to avoid the drive motor from being locked for a long time (i.e., the rotor is locked and cannot rotate but still carries a large current) causing the coil winding to heat up rapidly, which could lead to serious consequences such as demagnetization of the permanent magnet or damage to the insulation layer, the vehicle controller sets the status flag for the duration of the start-up mode, controls the drive motor to stop outputting torque, and outputs a brake maintenance command to the braking system.

[0042] By comparing the duration of the start-up mode with a first preset time threshold, and determining that the exit condition is met when the duration exceeds the first preset time threshold, the vehicle controller can actively trigger the exit process when the start-up mode lasts too long. This avoids overheating of the drive motor windings and excessive temperature rise of power devices caused by the drive motor being in a preloaded torque output state for a long time, effectively protecting the safety and durability of the drive motor and the vehicle controller.

[0043] As another implementation, determining that the vehicle's start-up mode meets the exit conditions includes: determining that the temperature of the drive motor exceeds a preset temperature threshold.

[0044] In practical applications, when the vehicle controller activates the start-up mode and applies preload torque to the drive motor, it can simultaneously initiate real-time monitoring of the drive motor temperature. Specifically, temperature acquisition is accomplished through the temperature sampling circuit inside the drive motor controller. The temperature signal is converted from analog to digital and then periodically sent to the vehicle controller via the controller area network bus. The sampling period can be from 10ms to 50ms, such as 10ms, 25ms, 50ms, etc.

[0045] During the start-up mode, the vehicle controller compares the sampled temperature value with a preset temperature threshold in real time. If the current temperature value is less than or equal to the preset temperature threshold, the vehicle continues to maintain the start-up mode; if the current temperature value is greater than the threshold, the start-up mode is determined to meet the exit conditions.

[0046] By actively determining that the exit condition is met when the temperature of the drive motor exceeds a preset temperature threshold, the vehicle's drive motor is controlled to stop outputting torque, and a brake maintenance command is output to the vehicle's braking system. This allows the vehicle controller to actively unload the preloaded torque before the temperature of the drive motor windings reaches the safety limit of the insulation material or permanent magnet. This effectively avoids irreversible damage such as thermal aging of the insulation layer and excessive junction temperature of power switching devices caused by continuous high current flowing through the windings under long-term stall conditions of the drive motor, thus extending the service life and reliability of the drive motor and its controller.

[0047] After determining that the vehicle's starting mode meets the exit conditions based on the above method, the vehicle controller can send a torque zeroing command to the drive motor (that is, control the drive motor to stop outputting torque). At this time, the output torque of the drive motor is rapidly reduced from the preload value to zero. The purpose of this operation is to promptly interrupt the high current supply to the stator winding of the drive motor in case the starting release cannot be completed, so that the drive motor switches from the "stalled and overheating" state to the "zero torque no-load" state, fundamentally eliminating the risk of overheating caused by continuous stall.

[0048] To make it easier to understand, the following example is provided: Suppose a new energy vehicle equipped with a track mode is parked on a 20% incline. The driver simultaneously depresses both the brake and accelerator pedals, intending to activate the launch control function, and the vehicle successfully preloads 300Nm of torque on the incline. However, because the driver waits too long for the launch opportunity, the preload time exceeds the 15-second timeout threshold. At this point, the vehicle controller determines that the exit condition is met and immediately sends a torque zeroing command to the motor controller, causing the drive motor's output torque to rapidly drop from 300Nm to 0Nm.

[0049] Furthermore, as the drive motor torque returns to zero, the vehicle loses the drive torque required to counteract the slope force. To prevent the vehicle from rolling backward on the slope, the vehicle controller sends a brake maintenance command to the braking system. This command ensures that the braking system maintains braking force even after the driver releases the brake pedal, thus maintaining the vehicle's stationary state. The brake maintenance can be achieved in at least three ways: First, request the chassis to perform hydraulic brake holding (also known as hydraulic HOLD), which actively closes the solenoid valve in the brake oil circuit through ESP, sealing the brake fluid pressure in the wheel cylinder, so that the brake caliper continues to clamp the brake disc, and the caliper still maintains clamping force even if the driver releases the foot brake.

[0050] Second, request that the vehicle gear be shifted to neutral (also known as N gear) and the EPB be engaged, so that the electronic parking brake system can assume the parking brake function.

[0051] Third, request that the vehicle gear be switched to park (also known as P gear), so that the parking brake can be achieved through the transmission mechanical lock-up mechanism and EPB.

[0052] It should be noted that the above three methods can be used individually or in any combination depending on the current state of the vehicle, and no restrictions are imposed here.

[0053] Continuing with the example above, at the same moment the timeout occurs, the vehicle controller sends a hydraulic assist braking request to the ESP. Upon receiving the command, the ESP system actively closes the solenoid valves in the brake fluid circuit, sealing the brake fluid pressure within the wheel cylinders, causing the brake calipers to continuously clamp the brake discs. At this point, even if the driver completely releases the brake pedal due to tension or accident, the vehicle will not roll backward on a 20% incline.

[0054] Subsequently, the vehicle controller puts the vehicle into a driving suppression state. In this state, if the accelerator and brake pedals are detected to have been released by the driver, the system does not automatically generate a torque command to drive the vehicle to creep, as would happen in conventional vehicle control logic. Instead, the torque command is suppressed. In other words, in the driving suppression state, the vehicle does not spontaneously generate driving force due to the release of the accelerator and brake pedals, thus remaining stationary and awaiting further active operation from the driver. The specific implementation of controlling the vehicle to enter the driving suppression state can be found in subsequent embodiments and will not be described in detail here.

[0055] Based on the above, the vehicle start-up control method provided in this application, by controlling the drive motor to stop outputting torque and simultaneously outputting a brake-maintaining command to the braking system when the vehicle's start-up mode meets the exit conditions, ensures that the vehicle can reliably remain stationary even on a slope after exiting the start-up mode, with zero torque output from the drive motor, fundamentally eliminating the safety hazard of rolling away due to the loss of driving force. By controlling the vehicle to enter a driving suppression state and suppressing the drive torque command generated based on the release signals of the accelerator and brake pedals when they are detected, the vehicle will not automatically activate the creep mode and undergo unexpected sudden movement after the driver releases the accelerator and brake pedals, as in conventional logic, thereby eliminating the risk of collision caused by sudden movement.

[0056] Figure 2 A flowchart of another vehicle start-up control method provided in the embodiments of this application is shown below. Figure 2 As shown, the method includes the following steps: Step 201: When it is determined that the vehicle's starting mode meets the exit conditions, control the vehicle's drive motor to stop outputting torque and output a brake maintenance command to the vehicle's braking system. The starting mode is a mode in which the vehicle waits for the vehicle to start and release while the drive motor is preloaded with torque and the vehicle's braking system maintains braking force.

[0057] Step 202: When the release signals of the accelerator pedal and brake pedal are detected, in response to the release signals, the generation of drive torque commands to trigger vehicle creep is suppressed according to the preset creep suppression flag.

[0058] Step 203: In response to the detection of a trigger signal indicating that the accelerator pedal or brake pedal has been operated, clear the preset creep suppression flag and cancel the brake maintenance command.

[0059] For the specific execution process of step 201, please refer to the above embodiments, which will not be repeated here.

[0060] In step 202, the "release signal" refers to the electrical signal output when the accelerator and brake pedals are released by the driver. The "preset creep suppression flag" is a software flag maintained internally by the vehicle controller, used to indicate whether the vehicle is currently allowed to activate the creep function. For example, when this flag is set to 1, it indicates "creep prohibited," and when it is set to 0, it indicates "creep permitted." It should be noted that this preset creep suppression flag has a state-holding characteristic; once set, it will not be automatically cleared even if the driver releases the accelerator and brake pedals, but will remain valid until a clear active operation by the driver is detected (e.g., pressing the brake pedal again or operating the accelerator pedal). "Crawl" refers to a functional state in which the vehicle automatically moves slowly at a very low speed without pressing the accelerator pedal.

[0061] In practical applications, the vehicle controller responds to the release signal and prepares to generate a creep drive torque command. However, before the command is actually generated, a precondition is called: "Read the preset creep suppression flag". If the preset creep suppression flag is set, it is determined that the creep function is not allowed to be activated at present, and the generation step of the creep torque command is skipped directly. No drive torque request for creep is sent to the drive motor. If the preset creep suppression flag is cleared, the creep torque command is generated normally according to the conventional logic, allowing the vehicle to move forward at a low speed. It should be noted that during the period when the preset creep suppression flag is set, the vehicle will not generate any autonomous driving force due to the release of the accelerator and brake pedals. The preset creep suppression flag remains set and will not be automatically reset due to the appearance of the release signal.

[0062] For step 203, when the vehicle is in a driving suppression state and the preset creep suppression indicator is in the set state, the vehicle controller continuously monitors the driver's active operation behavior. Once a trigger signal of the accelerator pedal being pressed or the brake pedal being pressed is detected, it is determined that the driver is ready to drive, and then two parallel actions are executed: 1. Clear the preset creep suppression indicator, restoring its state from "creep prohibited" to "creep permitted". 2. Cancel the brake holding command previously issued to the vehicle braking system and release the brake holding pressure.

[0063] After the above two actions are completed, the vehicle is no longer constrained by creep suppression and external brake holding, and returns to normal driving control logic. At this time, if the driver further operates the accelerator pedal, the vehicle will output drive torque normally and start driving; if the driver releases the brake pedal in drive gear (also known as D gear) without pressing the accelerator pedal, the vehicle will also activate creep mode normally according to the conventional logic.

[0064] By detecting the release signals of the accelerator and brake pedals, and responding to the release signals and suppressing the generation of drive torque commands to trigger vehicle creep according to a preset creep suppression flag, the creep function will not be automatically activated according to the normal vehicle logic when the driver releases the accelerator and brake pedals after the start mode is exited. This eliminates the safety hazard of the vehicle suddenly moving unexpectedly before the driver is ready to drive.

[0065] By clearing the preset creep suppression flag and simultaneously canceling the brake maintenance command when a trigger signal for accelerator pedal operation or brake pedal operation is detected, the transition of the vehicle from the driving suppression state to the normal driving state can be based on the driver's active operation. This ensures that every state switch originates from the driver's clear driving intention, avoids sudden behavior changes caused by the vehicle controller automatically exiting the protection state, and greatly improves the safety of driving operations.

[0066] Figure 3 A flowchart of another vehicle start-up control method provided in the embodiments of this application is shown below. Figure 3 As shown, the method includes the following steps: Step 301: When it is determined that the vehicle's starting mode meets the exit conditions, control the vehicle's drive motor to stop outputting torque and output a brake maintenance command to the vehicle's braking system. The starting mode is a mode in which the vehicle waits for the vehicle to start and release while the drive motor is preloaded with torque and the vehicle's braking system maintains braking force.

[0067] Step 302: Control the vehicle to perform a neutral shift operation, control the vehicle's braking system to lock the vehicle's wheels, and after confirming that the neutral shift operation is completed and the wheels are locked, cancel the brake maintenance command.

[0068] Step 303: When the vehicle is detected to have shifted from neutral to the target driving gear, control the vehicle braking system to release the wheel lock.

[0069] For the specific execution process of step 301, please refer to the above embodiments, which will not be repeated here.

[0070] Regarding step 302, it should be noted that "neutral shift operation" refers to the vehicle controller sending a gear shift request to the automatic transmission control unit (TCU) to shift the vehicle's current gear to neutral (N), cutting off the power transmission path between the drive motor and the wheels. "Locking the vehicle's wheels" refers to the vehicle controller sending a lock request to the EPB. Upon receiving the request, the EPB activates the parking brake motor, clamping the brake discs with the brake calipers to mechanically lock the wheels. "Revoking brake holding command" refers to the vehicle controller sending a request to the ESP to revoke the hydraulic brake holding. Upon receiving the command, the ESP releases the brake fluid pressure in the brake wheel cylinders, and the calipers no longer actively clamp the brake discs.

[0071] In practical applications, after controlling the vehicle's drive motor to stop outputting torque and sending a brake-holding command to the vehicle's braking system, the vehicle controller can control the TCU to shift the vehicle's gear to neutral and simultaneously control the EPB to lock the vehicle's wheels. After these two actions are completed, the vehicle controller continuously monitors the status feedback of the neutral shift operation and the wheel locking status feedback. When it is confirmed that the neutral shift operation has been completed (i.e., the transmission has been successfully engaged in N gear) and the wheels have been locked (i.e., the EPB has successfully clamped and output a clamping force confirmation signal), the vehicle controller cancels the brake-holding command previously sent to the ESP and releases the hydraulic brake-holding pressure.

[0072] It should be noted that in this implementation, the vehicle achieves power cut-off by shifting to neutral, and simultaneously locks the wheels through the electronic parking brake. Together, these two mechanisms constitute the parking holding scheme when the drive motor is in a zero-torque output state. Once the neutral shift is complete and the EPB lock-up is confirmed, the hydraulic brake holding function has fulfilled its temporary parking mission and the vehicle can be safely disengaged. Subsequent vehicle stationary maintenance is handled independently by the EPB.

[0073] For step 303, "detecting the vehicle shifting from neutral to the target driving gear" means that the vehicle controller, through the gear position signal fed back by the transmission control unit, recognizes the driver's operation of the shift lever or shift paddles to shift the gear from N to D or reverse (also known as R), or other drivable gears. "Controlling the vehicle braking system to release the wheel lock" means that after confirming that the gear has been shifted to the target driving gear, the vehicle controller sends a release request to the EPB. Upon receiving the request, the EPB drives the parking brake motor to reverse, releasing the brake calipers and disengaging the mechanical lock on the wheels, thus enabling the vehicle to drive.

[0074] In practical applications, when the vehicle is in a driving-inhibiting state with "neutral + EPB lock," the vehicle controller continuously monitors the gear status signal. Once it detects a shift from neutral to the target driving gear (e.g., D), it determines that the driver has a clear driving intention and immediately sends a command to the electronic parking brake system to release the wheel locks. The EPB executes the release action, releasing the parking brake force, and the vehicle enters a normal driving state. At this time, if the driver presses the accelerator pedal, the drive motor outputs positive drive torque in the target driving gear, and the vehicle starts normally; if the driver does not press the accelerator pedal but directly releases the brake pedal, since the gear is already in D and the EPB has been released, the vehicle will also move slowly forward at a low speed according to the normal creep logic.

[0075] By controlling the vehicle to shift to neutral after the drive motor stops outputting torque and simultaneously controlling the vehicle's braking system to lock the wheels, the vehicle can cut off the power transmission path by shifting to neutral after exiting the start mode and lock the wheels through the vehicle's braking system. This eliminates the risk of drive motor stalling and prevents the vehicle from rolling on slopes when the drive motor is in a state of zero torque output. Compared with the method of simply relying on hydraulic brakes to hold the vehicle, this method has higher parking reliability and lower system energy consumption.

[0076] Furthermore, by controlling the vehicle's braking system to release the wheel lock when the vehicle is detected to have shifted from neutral to the target driving gear, the transition from the driving inhibition state to the normal driving state is triggered by the driver's gear shifting operation. This ensures that the wheel unlocking action strictly follows the driver's clear driving intention and avoids the risk of unexpected vehicle movement caused by the vehicle controller automatically releasing the parking brake.

[0077] Figure 4 A flowchart of another vehicle start-up control method provided in the embodiments of this application is shown below. Figure 4 As shown, the method includes the following steps: Step 401: When it is determined that the vehicle's starting mode meets the exit conditions, control the vehicle's drive motor to stop outputting torque and output a brake maintenance command to the vehicle's braking system. The starting mode is a mode in which the vehicle waits for the vehicle to start and release while the drive motor is preloaded with torque and the vehicle's braking system maintains braking force.

[0078] Step 402: Control the vehicle to perform a parking gear shift operation, and cancel the brake maintenance command after confirming that the parking gear shift operation is completed.

[0079] Step 403: When the brake pedal is detected to be operated and a shift request to exit the parking gear is received, control the vehicle to switch to the target driving gear.

[0080] For the specific execution process of step 401, please refer to the above embodiments, which will not be repeated here.

[0081] For step 402, "parking gear shifting operation" refers to the vehicle controller sending a gear shifting request to the transmission control unit to shift the vehicle's current gear to parking gear (P gear). This involves the transmission's internal mechanical locking mechanism (such as a parking pawl) engaging the parking gear on the output shaft, thus mechanically locking the power output shaft. "Cancel brake holding command" refers to the vehicle controller sending a request to the ESP to cancel hydraulic brake holding after confirming the completion of the parking gear shifting operation. Upon receiving the command, the ESP releases the brake fluid pressure in the brake wheel cylinders, releasing the hydraulic brake holding.

[0082] In practical applications, after the vehicle controller controls the drive motor torque to zero and outputs a brake holding command to the braking system, it further executes the parking gear shifting operation: sending a request to engage P gear to the transmission control unit, which then drives the shift actuator to engage the parking pawl into the parking gear's teeth, achieving mechanical locking of the output shaft. This mechanical locking acts directly on the end of the transmission system, reliably preventing wheel rotation. The vehicle controller continuously monitors the status feedback of the parking gear shifting operation. When it determines that the parking gear shifting operation is complete (i.e., the transmission has been successfully engaged in P gear and the parking pawl is fully engaged), it cancels the brake holding command previously sent to the ESP, and the hydraulic brake holding function disengages.

[0083] For step 403, "detecting brake pedal operation" means that the vehicle controller recognizes the trigger signal that the brake pedal has been pressed by the driver through the brake pedal position sensor or the brake master cylinder pressure sensor. "Receiving a shift request to exit parking gear" means that the vehicle controller receives a request signal from the driver via the gear shift lever, shift button, or shift paddles to shift from P gear to another gear (such as D gear or R gear). "Controlling the vehicle to switch to the target driving gear" means that after the start-up mode exit conditions are met, the vehicle controller sends a gear shift command to the gear shift control unit, controlling the gear shift from P gear and engaging the target driving gear (such as D gear or R gear) requested by the driver, thus restoring the power transmission path.

[0084] In practical applications, when the vehicle is in a P-gear locked driving-restrained state, the vehicle controller continuously monitors the brake pedal status signal and the gear request signal. Since disengaging from P gear is configured as a safety-sensitive operation in most vehicle control logics, the driver is typically required to depress the brake pedal before disengaging from P gear to prevent unintended gear shifting due to accidental shift lever activation. Therefore, this step requires both "brake pedal operation" and "receiving a shift request to disengage from P gear" to be met simultaneously as prerequisites for allowing shifting to a driving gear.

[0085] Specifically, when the vehicle controller detects a trigger signal indicating that the brake pedal has been depressed, this trigger signal is locked as the first safety condition allowing the vehicle to exit P gear. Subsequently, if the vehicle controller further detects that the driver has issued a shift request to switch from P gear to D gear (or R gear), it determines that the driver has a clear intention to start driving and that the safety prerequisite has been met. It then sends a gear shift command to the transmission control unit, controlling the transmission to exit P gear and engage the target driving gear. After the transmission successfully engages D or R gear, the power transmission path is restored, and the vehicle enters a drivable state. At this time, if the driver releases the brake pedal and depresses the accelerator pedal, the drive motor outputs forward or reverse drive torque in the target driving gear, and the vehicle starts normally. If the driver releases the brake pedal in D gear without depressing the accelerator pedal, the vehicle will also activate the crawl mode according to the normal logic, moving slowly at a low speed.

[0086] By controlling the vehicle to shift into parking gear after the drive motor stops outputting torque, the vehicle can directly and reliably lock the power output shaft and wheels using the mechanical locking structure inside the transmission (rigid engagement of the parking pawl and parking gear). This eliminates the need for continuous operation of the hydraulic braking system or electronic parking brake system to maintain the vehicle stationary for extended periods. This eliminates the risk of drive motor stalling and fundamentally prevents the vehicle from rolling away on slopes, resulting in high parking reliability. By canceling the brake holding command after confirming the parking gear shift is complete, the temporary hydraulic brake holding can be promptly disengaged after the reliable mechanical lock in P gear is established. This avoids problems such as increased brake fluid temperature, accelerated aging of seals, and overheating of the hydraulic pump motor caused by the hydraulic system remaining in a pressure-holding state for extended periods. Simultaneously, the brake calipers return from an active clamping state to a normal release state, providing the driver with a braking system-level preparation for subsequent gear shifting and starting.

[0087] Furthermore, by controlling the vehicle to switch to the target driving gear only when the brake pedal is detected to be operated and a shift request to exit the parking gear is received at the same time, the transition from the P gear locked state to the normal driving state is triggered by the dual safety conditions of "applying the brake + shifting the gear". This ensures that the driver's intention to start is clear enough and strictly follows the safe operation procedures for exiting the P gear, effectively avoiding unexpected gear switching and sudden vehicle movement caused by accidental gear lever touch or system misjudgment.

[0088] For ease of understanding, a specific embodiment is provided below to illustrate the overall solution of this application: Assuming the vehicle currently in use is a new energy performance vehicle equipped with track mode, launch control mode, and other modes, the vehicle is equipped with a vehicle control unit (VCU), a motor control unit (MCU), a transmission control unit (TCU), an electronic stability program (ESP), and an electronic parking brake (EPB). The controllers are connected to each other through a controller area network bus to work together to achieve vehicle start control.

[0089] Assume the current scenario is as follows: The vehicle is parked on an uphill slope with a 15% gradient, and the driver intends to use launch control to quickly move away. Following standard operating procedures, the driver simultaneously depresses both the brake and accelerator pedals. Upon recognizing this combined signal, the vehicle controller initiates launch mode, where the drive motor pre-loads torque and the braking system maintains braking force, waiting for the vehicle to release. The drive motor successfully pre-loads the required torque at zero speed, and the braking system maintains braking force through the driver's depressor, keeping the vehicle stationary.

[0090] Because the driver waited too long for the road ahead to clear, the drive motor continued to preload torque at zero speed for longer than the preset timeout threshold (e.g., 15 seconds). At this point, the vehicle controller determined that the vehicle's start-up mode met the exit conditions, immediately controlled the drive motor to stop outputting torque, quickly reduced the drive motor's output torque from the preload value to zero, and sent a brake maintenance command to the vehicle's braking system, requesting the ESP to execute hydraulic brake holding to prevent the vehicle from rolling away on the slope due to loss of driving force after the motor outputs zero torque. At the same time, the vehicle controller set the preset creep suppression flag to the "creep prohibited" state, and the vehicle entered the driving suppression state.

[0091] At this point, the vehicle enters the timeout exit protection state. The specific execution process of the three parallel implementation schemes is described below: Option 1: After the vehicle enters the creep suppression state, the vehicle controller maintains the hydraulic braking of the ESP, the brake calipers continue to clamp the brake disc with the solenoid valve closed, and the preset creep suppression indicator remains in the set position. At this time, the driver realizes that the start has not been successful and abandons the operation, releasing both the accelerator and brake pedals.

[0092] After the vehicle controller detects the release signals of the accelerator and brake pedals, the creep management module prepares to generate a creep drive torque command in response. However, before the command is actually generated, it first calls the pre-condition "read the current state of the preset creep suppression flag". Since the flag is currently set ("creep prohibited"), the vehicle controller determines that the creep function is not allowed to be activated at present, skips the generation step of the creep torque command, and does not send any drive torque request for creep to the drive motor. The vehicle remains stationary under the action of ESP hydraulic brake holding, neither rolling backward due to the slope nor suddenly creeping forward due to the release of the accelerator and brake pedals.

[0093] After a period of time, the driver confirmed that the surrounding environment was safe and wanted to drive off the slope normally. The driver actively pressed the brake pedal. The vehicle controller detected the trigger signal that the brake pedal was pressed, determined that the driver was ready to drive, and then performed the following operations: cleared the preset creep suppression flag, restored its status from "creep prohibited" to "creep allowed", released the logic block on the activation of the creep function, and sent a request to the ESP system to cancel the brake maintenance command. After receiving the command, the ESP released the hydraulic braking force, and the brake caliper no longer actively clamped the brake disc.

[0094] The driver then releases the brake pedal and presses the accelerator pedal. Since the preset creep suppression indicator has been cleared and the hydraulic brake hold has been removed, the vehicle controller responds to the driver's acceleration request according to the normal logic. The drive motor outputs drive torque normally, and the vehicle starts smoothly and drives away normally.

[0095] Option 2: After the vehicle enters the driving inhibition state, the vehicle controller, in addition to controlling the drive motor torque to zero and outputting a brake maintenance command to the ESP, further performs the following operations: sends a neutral shift request to the transmission control unit to shift the vehicle gear to neutral, cutting off the power transmission path between the drive motor and the drive wheels; at the same time, it sends a lock-up request to the electronic parking brake system. After receiving the request, the EPB drives the parking brake motor to actuate, clamping the brake disc through the brake calipers to achieve mechanical locking of the wheels.

[0096] The vehicle controller continuously monitors the status feedback of the neutral shift operation and the wheel lock status. Once it is confirmed that the neutral shift operation is complete (the transmission has been successfully engaged in N) and the wheels are locked (the EPB has successfully clamped and output a clamping force confirmation signal), the vehicle controller cancels the brake holding command previously sent to the ESP, and the ESP immediately releases the hydraulic brake holding pressure. At this point, the vehicle achieves power cut-off through neutral and wheel locking through the EPB.

[0097] In this situation, the driver releases the accelerator and brake pedals, and the vehicle remains stationary on the slope under the action of the EPB, preventing it from rolling away. Afterwards, if the driver wishes to drive away once they confirm it is safe, they can directly shift the gear lever from N to D. The vehicle controller, receiving the gear position signal from the transmission control unit, determines that the driver has a clear intention to drive after detecting the vehicle shifting from neutral to the target driving gear (D), and then sends a command to the EPB to release the wheel locks. The EPB executes the release action, disengaging the parking brake force, and the vehicle enters a normal drivable state. The driver then depresses the accelerator pedal, and the vehicle starts moving normally in D and drives away.

[0098] Option 3: After the vehicle enters the driving inhibition state, the vehicle controller, in addition to controlling the drive motor torque to return to zero and outputting a brake maintenance command to the ESP, further performs the following operations: sends a request to the transmission control unit to engage the parking gear, and the transmission control unit drives the shift actuator to engage the parking pawl into the groove of the parking gear, thereby mechanically locking the power output shaft and preventing the wheels from rotating.

[0099] During this process, the vehicle controller continuously monitors the status feedback of the parking gear shifting operation. Once it is determined that the parking gear shifting operation has been completed, the brake holding command previously sent to the ESP is revoked, and the hydraulic brake holding function is disengaged. At this point, the vehicle achieves direct locking of the power output shaft through the mechanical locking structure of the P gear, independently assuming the parking holding function.

[0100] At this point, the driver releases both the accelerator and brake pedals, and the vehicle remains stationary on the slope under the mechanical lock of P gear. If the driver wishes to move off after confirming it is safe, they can press the brake pedal. The vehicle controller detects the brake pedal being pressed via the brake pedal position sensor. Subsequently, the driver operates the shift lever to request a shift from P to D gear. Upon detecting the brake pedal operation and simultaneously receiving the shift request to disengage from parking gear, the vehicle controller determines that the driver has a clear intention to start moving and that the safety prerequisites have been met. It then sends a gear shift command to the transmission control unit, controlling the transmission to disengage from P and engage D gear. After the transmission successfully engages D gear, the power transmission path is restored. The driver releases the brake pedal and presses the accelerator pedal, and the drive motor outputs positive drive torque in D gear, allowing the vehicle to start moving off normally.

[0101] Figure 5 A flowchart of another vehicle start-up control method provided in the embodiments of this application is shown below. Figure 5 As shown, the method includes the following steps: Step 501: When it is determined that the vehicle's starting mode meets the exit conditions, control the vehicle's drive motor to stop outputting torque and output a brake maintenance command to the vehicle's braking system. The starting mode is a mode in which the vehicle waits for the vehicle to start and release while the drive motor is preloaded with torque and the vehicle's braking system maintains braking force.

[0102] Step 502: Control the vehicle to enter a driving suppression state. The driving suppression state is used to suppress the drive torque command generated based on the release signals of the accelerator pedal and brake pedal when the release signals of the accelerator pedal and brake pedal are detected.

[0103] Step 503: When a trigger signal indicating that the accelerator pedal has been operated is detected and the brake pedal has not been operated, exit the driving suppression state and generate a corresponding drive torque command based on the degree to which the accelerator pedal has been operated.

[0104] For the specific execution process of steps 501 and 502, please refer to the above embodiments, which will not be repeated here.

[0105] For step 503, if the vehicle has entered a driving suppression state, perform the following operations to exit the driving suppression state and resume driving: First, the vehicle controller monitors the operation status of the accelerator pedal and brake pedal in real time. When it detects that the accelerator pedal has been pressed by the driver (receiving a trigger signal) and the brake pedal is in the fully released state (not operated), it determines that both conditions are met simultaneously.

[0106] In response to the satisfaction of the above two conditions, the vehicle controller determines that the driver has a clear intention to start and then performs the operation of exiting the driving inhibition state, including clearing the creep inhibition indicator, canceling the brake maintenance command, or controlling the parking brake device to release the wheel lock, etc.

[0107] Then, the vehicle controller calculates the target torque value that matches the degree of the accelerator pedal being pressed (including the pedal opening and the rate of change of opening) in real time, generates the corresponding drive torque command and sends it to the drive motor controller, and the drive motor outputs the corresponding torque, so that the vehicle starts smoothly.

[0108] It should be noted that if the accelerator pedal and brake pedal are detected to be operated at the same time, it is determined that the above two conditions are not met, the vehicle remains in a driving suppression state, and no driving torque is output to ensure that the braking signal takes precedence over the acceleration signal.

[0109] By using both "accelerator pedal operation" and "brake pedal non-operation" as the criteria for exiting the driving suppression state, the vehicle only resumes drive force output when the driver has a clear intention to start. That is, when both the accelerator and brake pedals are operated simultaneously, the braking priority principle takes effect, and the vehicle remains in the suppression state without outputting torque. This avoids unintended acceleration caused by accidental accelerator pedal operation or abnormal pedal signals, significantly improving safety. By calculating and generating corresponding drive torque commands in real time based on the degree of accelerator pedal operation, the torque output amplitude is precisely matched to the driver's actual operation depth and speed. A light press provides small torque for a smooth start, while a heavy press provides large torque for a rapid response. This completely eliminates the abrupt jump from "zero torque" to "fixed creep torque" found in traditional solutions, making the entire starting process smooth, continuous, and predictable, thus improving driving comfort.

[0110] Figure 6 A flowchart of another vehicle start-up control method provided in the embodiments of this application is shown below. Figure 6 As shown, the method includes the following steps: Step 601: When it is determined that the vehicle's starting mode meets the exit conditions, control the vehicle's drive motor to stop outputting torque and output a brake maintenance command to the vehicle's braking system. The starting mode is a mode in which the vehicle waits for the vehicle to start and release while the drive motor is preloaded with torque and the vehicle's braking system maintains braking force.

[0111] Step 602: Control the vehicle to enter a driving suppression state. The driving suppression state is used to suppress the drive torque command generated based on the release signals of the accelerator pedal and brake pedal when the release signals of the accelerator pedal and brake pedal are detected.

[0112] Step 603: If it is determined that the duration of the driving inhibition state exceeds the second preset time threshold and no operation signal of the accelerator pedal or brake pedal is detected, then control the vehicle to switch to parking gear.

[0113] For the specific execution process of steps 601 and 602, please refer to the above embodiments, which will not be repeated here.

[0114] For step 603, provided that the vehicle has entered the driving inhibition state, the vehicle controller begins to time the duration of this state.

[0115] The vehicle controller monitors the duration of the driving inhibition state in real time, while continuously detecting whether the accelerator and brake pedals are operated. If the driver is detected to have operated either pedal during the duration, the timer is reset (or cleared), and the vehicle responds normally according to other recovery logic.

[0116] If the duration of the driving inhibition state exceeds a second preset time threshold (e.g., 3 minutes or 5 minutes), and the vehicle controller does not detect any operation signal from the accelerator or brake pedal during this time period, the automatic switching condition is deemed met. In response to the above timeout determination, the vehicle controller issues a parking gear switching command, controlling the vehicle's transmission to switch from the current gear to parking gear (i.e., P gear). The parking gear uses an internal ratchet mechanism to engage the parking gear, achieving a mechanical hard lock on the vehicle.

[0117] After confirming the parking gear shift is complete, the vehicle controller cancels the previously issued brake maintenance command, releases the hydraulic pressure holding state or releases the temporary lock of EPB, and the mechanical locking mechanism of P gear completely takes over the parking function. Afterwards, the vehicle enters normal parking mode and remains stationary with the P gear mechanical lock engaged. If the driver needs to drive again, they must restart the vehicle following the standard procedure (pressing the brake pedal and moving the gear lever out of P gear).

[0118] By setting a second preset time threshold and timing the duration of the driving inhibition state, the system automatically switches the vehicle to parking gear if the time expires and the driver does not operate the vehicle. This prevents the vehicle from remaining in the driving inhibition state indefinitely. In other words, if the driver does not operate the pedal for a long time due to forgetfulness, distraction, or an emergency, the system will take over and switch the vehicle to the safest parking state. This effectively avoids the risk of overheating and damage caused by the continuous operation of the hydraulic actuator of the braking system for a long time, and also eliminates the potential for battery depletion caused by the vehicle battery continuously supplying power to the hydraulic pump.

[0119] Figure 7 This is a schematic diagram of the structure of a vehicle start control device provided in an embodiment of this application, as shown below. Figure 7 As shown, the device includes a determination module 71 and a control module 72.

[0120] The determining module 71 is used to control the vehicle's drive motor to stop outputting torque and to output a brake maintenance command to the vehicle's braking system when the starting mode of the vehicle meets the exit conditions. The starting mode is a mode in which the vehicle waits for the vehicle to start and release when the drive motor is preloaded with torque and the vehicle's braking system maintains braking force.

[0121] The control module 72 is used to control the vehicle to enter a driving suppression state, which is used to suppress the drive torque command generated based on the release signals of the accelerator pedal and brake pedal when the release signals of the accelerator pedal and brake pedal are detected.

[0122] In one possible implementation, the determining module 71 is specifically configured to: determine that the duration of the vehicle's start-up mode exceeds a first preset time threshold; and determine that the temperature of the drive motor exceeds a preset temperature threshold.

[0123] In one possible implementation, the control module 72 is specifically configured to: respond to the release signal, suppress the generation of a drive torque command to trigger vehicle creep according to a preset creep suppression flag, or control the vehicle to perform a neutral shift operation and control the vehicle braking system to lock the wheels of the vehicle, and, upon determining that the neutral shift operation is completed and the wheels are locked, cancel the brake maintenance command; or control the vehicle to perform a parking gear shift operation, and, upon determining that the parking gear shift operation is completed, cancel the brake maintenance command.

[0124] In one possible implementation, the control module 72 is further configured to: clear the preset creep suppression flag and cancel the brake maintenance command in response to a trigger signal indicating that the accelerator pedal or brake pedal has been operated; and, if the vehicle is detected to have shifted from neutral to a target driving gear, control the vehicle braking system to release the wheel lock; and, if the brake pedal is detected to have been operated and a shift request to exit parking gear is received, control the vehicle to shift to the target driving gear.

[0125] In one possible implementation, the device further includes a generation module, configured to exit the driving suppression state when a trigger signal indicating that the accelerator pedal has been operated is detected and the brake pedal has not been operated, and to generate a corresponding drive torque command based on the degree to which the accelerator pedal has been operated.

[0126] In one possible implementation, the control module 72 is further configured to: if it is determined that the duration of the driving inhibition state exceeds a second preset time threshold and no operation signal of the accelerator pedal or the brake pedal is detected, then control the vehicle to switch to parking gear.

[0127] It should be noted that the vehicle start control device provided in the above embodiments is only illustrated by the division of the above functional modules when executing the vehicle start control method. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle start control device and the vehicle start control method embodiments provided in the above embodiments belong to the same concept. Therefore, for details not disclosed in the device embodiments of this application, please refer to the embodiments of the vehicle start control method described above in this application, which will not be repeated here.

[0128] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0129] This application also provides a vehicle. Figure 8 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0130] Typically, vehicle 800 includes one or more processors 801 and one or more memories 802.

[0131] Processor 801 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 801 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 801 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 801 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 801 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0132] The memory 802 may include one or more computer-readable storage media, which may be non-transitory. The memory 802 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 802 are used to store at least one computer program, which is executed by the processor 801 to implement the power margin determination method provided in the method embodiments of this application.

[0133] Those skilled in the art will understand that Figure 8 The structure shown does not constitute a limitation on vehicle 800 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0134] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle start control method provided in the above embodiments.

[0135] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle start-up control method provided in the above embodiment.

[0136] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a vehicle start-up control method provided in the above embodiment.

[0137] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0138] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0139] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0140] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle starting control method, characterized in that, The method includes: When it is determined that the vehicle's starting mode meets the exit conditions, the drive motor of the vehicle is controlled to stop outputting torque, and a brake holding command is output to the vehicle's braking system. The starting mode is a mode in which the vehicle waits for the vehicle to start and release when the drive motor is preloaded with torque and the vehicle's braking system maintains braking force. The vehicle is controlled to enter a driving suppression state, which is used to suppress the drive torque command generated based on the release signals of the accelerator pedal and brake pedal when the release signals of the accelerator pedal and brake pedal are detected.

2. The method according to claim 1, characterized in that, The determination that the vehicle's starting mode meets the exit conditions includes: The duration of the vehicle's start-up mode exceeds a first preset time threshold.

3. The method according to claim 1, characterized in that, The determination that the vehicle's starting mode meets the exit conditions includes: It is determined that the temperature of the drive motor exceeds a preset temperature threshold.

4. The method according to claim 1, characterized in that, The control of the vehicle to enter a driving suppression state includes: In response to the release signal, the generation of drive torque commands to trigger vehicle creep is suppressed according to a preset creep suppression flag; or, The system controls the vehicle to perform a neutral gear shift and controls the vehicle's braking system to lock the vehicle's wheels. Upon confirming that the neutral gear shift is complete and the wheels are locked, the system cancels the brake maintenance command; or... Control the vehicle to perform a parking gear shifting operation, and cancel the brake maintenance command once the parking gear shifting operation is confirmed to be completed.

5. The method according to claim 4, characterized in that, After responding to the release signal and suppressing the generation of a drive torque command to trigger vehicle creep according to a preset creep suppression flag, the method further includes: In response to a trigger signal indicating that the accelerator pedal or the brake pedal has been operated, the preset creep suppression flag is cleared and the brake maintenance command is revoked.

6. The method according to claim 4, characterized in that, After determining that the neutral shift operation is complete and the wheels are locked, and then canceling the brake maintenance command, the method further includes: When the vehicle is detected to have shifted from neutral to the target driving gear, the vehicle braking system is controlled to release the locking of the wheels.

7. The method according to claim 4, characterized in that, After determining that the parking gear shifting operation is complete and canceling the brake maintenance command, the method further includes: Upon detecting that the brake pedal has been operated and receiving a shift request to exit the parking gear, the vehicle is controlled to switch to the target driving gear.

8. The method according to any one of claims 1-7, characterized in that, After controlling the vehicle to enter a driving inhibition state, the method further includes: When a trigger signal indicating that the accelerator pedal has been operated is detected and the brake pedal has not been operated, the driving suppression state is exited, and a corresponding drive torque command is generated based on the degree to which the accelerator pedal has been operated.

9. The method according to any one of claims 1-7, characterized in that, After controlling the vehicle to enter a driving inhibition state, the method further includes: If it is determined that the duration of the driving inhibition state exceeds the second preset time threshold and no operation signal of the accelerator pedal or the brake pedal is detected, then the vehicle is controlled to switch to parking gear.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 9.

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