A vehicle control method and a vehicle

Abstract

This specification provides a vehicle control method relating to the field of intelligent driving technology. The method responds to a start command from a parked vehicle by switching the vehicle from parking to driving gear, and releasing the electronic parking brake after confirming the gear shift is complete. Then, it utilizes the brake pressure holding torque for braking control, and determines a compensating brake torque based on the speed deviation between the actual idle speed and the calibrated idle speed. Based on the compensating brake torque, it adjusts the brake pressure holding torque to obtain a target pressure holding torque, and controls the vehicle to execute the driving operation corresponding to the start command using the target pressure holding torque. This method, by sequentially executing gear shifting, parking release, and brake pressure holding, and introducing dynamic torque compensation based on the actual idle speed deviation, can adaptively offset excess driving force at idle, suppressing vehicle roll without additional driver intervention, while avoiding the start-up jerking and dragging caused by fixed torque constraints, thus improving the safety and smoothness of automatic parking start-up.

Description

Technical Field

[0001] This specification relates to the field of intelligent driving technology, specifically to automatic parking technology within the field of intelligent driving technology, and more specifically to a vehicle control method and a vehicle. Background Technology

[0002] With the development of automotive technology, vehicles are equipped with more and more intelligent functions. In the automatic parking function, when the vehicle completes parking and needs to respond to the parking exit command to start moving, the control system needs to coordinate multiple actions of the vehicle to ensure that the vehicle can smoothly and safely transition from a stationary state to a low-speed driving state, preventing unexpected vehicle movement.

[0003] However, in high-frequency operation scenarios such as users quickly releasing the brake to trigger parking start and short-term continuous gear shifting, timing errors are likely to occur, such as issuing brake pressure holding before the parking brake is fully released or issuing driving commands before the gear is in position. These issues lead to disordered response of the chassis actuators and affect the smoothness of the automatic parking function. Summary of the Invention

[0004] This specification provides a vehicle control method and a vehicle that improves the smoothness of automatic parking function execution.

[0005] To achieve the above technical objectives, the embodiments of this specification provide the following technical solutions: Firstly, one embodiment of this specification provides a vehicle control method, comprising: In response to a start command from a parked vehicle, the vehicle is controlled to switch from parking gear to driving gear, and the electronic parking brake is released after the gear switch is confirmed to be complete. After confirming the release of the electronic parking brake, the brake pressure holding torque is used for brake control, and the actual idle speed of the vehicle is obtained to determine the speed deviation between the actual idle speed and the calibrated idle speed. The compensating braking torque during the braking control process is determined based on the numerical range of the speed deviation, and the magnitude of the compensating braking torque is positively correlated with the speed deviation. The braking pressure holding torque is adjusted based on the compensated braking torque to obtain the target pressure holding torque, and the vehicle is controlled to perform the driving operation corresponding to the starting command through the target pressure holding torque.

[0006] Optionally, in one possible implementation, responding to a start command from a parked state, controlling the vehicle to shift from park to drive, and releasing the electronic parking brake after confirming the gear shift is complete, includes: In response to a start command issued while the vehicle is parked, the intelligent driving domain of the vehicle is controlled to perform handshake verification with the chassis domain and the power domain respectively to obtain verification information. The verification information is used to indicate that the functional status associated with the start command is normal. If the verification information indicates that the handshake was successful, then the gear shifting preparation state is entered and a gear shifting command is issued. The vehicle is controlled to switch from parking gear to driving gear according to the gear shift command, and the electronic parking brake is released after the gear shift is confirmed to be completed.

[0007] In this implementation, a three-way handshake verification between the intelligent driving domain, chassis domain, and power domain is added after responding to the start command and before executing the gear shift. Verification information indicating that the function status is normal is obtained. Only when the verification information indicates that the handshake is successful will the gear shift preparation state be entered and the shift command be issued. This realizes the forced binding of the entry conditions of the start process with the functional safety status of the whole vehicle, thereby eliminating the possibility of the system starting with a fault from the source and improving the reliability and fault isolation capability of the start control logic.

[0008] Optionally, in one possible implementation, controlling the vehicle to switch from parking gear to driving gear according to the gear shift command, and releasing the electronic parking brake after confirming the gear shift is complete, includes: The vehicle is controlled to perform a gear shifting action according to the gear shifting command, and the gear execution signal corresponding to the gear shifting action is detected, wherein the electronic parking brake of the vehicle is locked during the detection process. If the gear shifting signal meets the switching completion status within the preset message range, the gear shifting is confirmed to be complete, and the electronic parking brake is released.

[0009] In this implementation, the gear shifting signal is continuously monitored during the gear shifting process, and the release function of the electronic parking brake is locked during this period. Only when the gear shifting signal stably meets the switching completion state within the preset message range is the gear shifting completed and the lock is released to allow the parking brake to be released. This ensures that the parking brake release action is strictly controlled by the timing lock of the actual gear position, avoiding the occurrence of releasing the parking brake before engaging a gear, and improving the safety of the initial stage of starting.

[0010] Optionally, in one possible implementation, the step of confirming gear shift completion and releasing the electronic parking brake if the gear shift execution signal meets the shift completion status within a preset message range includes: If the gear shifting signal meets the switching completion status within the preset message range, then the gear shifting is confirmed to be complete, and the target delay buffer time set for the chassis characteristics of the vehicle is invoked. After the target delay buffer period ends, the release command of the electronic parking brake is issued; The electronic parking brake is released in response to the release command.

[0011] In this implementation, after the gear shift completion determination is established, the target delay buffer time set based on the characteristics of the vehicle chassis is first invoked. After the delay ends, the electronic parking brake release command is issued and the release is executed. This provides sufficient buffer time for mechanical actions such as transmission oil pressure establishment and clutch pre-engagement, achieving synchronization between signal positioning and mechanical positioning. This improves the starting jerking and shock problems caused by sudden release of the parking brake before the power link is fully established, and enhances the smoothness of starting.

[0012] Optionally, in one possible implementation, the invocation of the target delay buffer duration set for the chassis characteristics of the vehicle includes: Obtain the preset delay buffer duration set for the chassis characteristics of the vehicle; Collect the external environmental information of the vehicle, which includes at least one of road surface slope and road surface adhesion coefficient; Based on the external environment information, the preset delay buffer duration is dynamically adjusted to obtain the target delay buffer duration.

[0013] In this implementation, a preset fixed delay benchmark is obtained, and external environmental information such as road slope and road adhesion coefficient is collected. Based on this information, the preset delay is dynamically adjusted to obtain the target delay buffer time. This enables the automatic extension of the waiting time under special working conditions such as slopes or slippery surfaces, achieving the effect of matching the parking release timing with environmental conditions. This improves the adaptability of the starting control system to different road scenarios and effectively suppresses the risk of vehicle slippage on slopes.

[0014] Optionally, in one possible implementation, determining the compensating braking torque during the braking control process based on the numerical range of the speed deviation includes: When the value corresponding to the speed deviation is less than or equal to zero, the compensating braking torque is determined to be zero. When the value corresponding to the speed deviation is greater than zero, the compensating braking torque corresponding to the speed deviation is determined according to a linear proportional relationship.

[0015] In this implementation, the speed deviation is divided into two ranges: negative deviation (less than or equal to zero) and positive deviation (greater than zero). When the deviation is negative, the compensation braking torque is determined to be zero, and only the basic pressure holding constraint is retained. When the deviation is positive, the compensation torque is calculated using a linear proportional relationship, thereby achieving graded quantification of the compensation force. This achieves the effect of light constraint when there is no power overflow and moderate constraint when there is power overflow. This avoids excessive braking intervention when there is no tendency to slip, and can also smooth the vehicle speed under slight slip, thus improving the precision and comfort of the brake pressure holding control.

[0016] Optionally, in one possible implementation, the method further includes: When the value corresponding to the speed deviation is greater than zero, the relationship between the speed deviation and the target speed threshold is determined. The target speed threshold is calibrated based on the vehicle's runaway boundary point in the idling state. If the speed deviation is greater than the target speed threshold, then the compensating braking torque is configured as the target braking torque.

[0017] In this implementation, the speed deviation is further compared with the target speed threshold calibrated based on the runaway boundary point under positive deviation conditions. For severe deviations exceeding the threshold, the compensating braking torque is directly configured as the target braking torque, realizing a graded leap from linear fine adjustment to maximum braking. This achieves the effect of precise adjustment for mild idle speed deviation and rapid and powerful suppression for severe idle speed deviation, improving the system's response speed and suppression capability in the face of sudden high idle speed runaway conditions, and enhancing starting safety.

[0018] Optionally, in one possible implementation, the method further includes: During the process of the vehicle executing the driving operation corresponding to the starting command, the command status corresponding to the starting command is monitored, and the command status is determined based on the command content of the starting command; If the command status indicator is blank, the currently established braking pressure holding torque and compensation braking torque are locked to maintain the braking constraint state, and the underlying longitudinal control unit takes over the vehicle speed control authority. When the command status indicates a valid driving command, the compensating braking torque is reduced in a gradient manner, and the system transitions to following the valid driving command.

[0019] In this implementation, the state of the starting command is detected during the start-up process. When the parameter indication command is blank, the currently established braking pressure holding torque and compensation braking torque are immediately locked to maintain the braking constraint state. The underlying longitudinal control unit temporarily takes over the vehicle speed control authority to prevent the vehicle from entering unrestrained coasting. When a valid driving command is detected and restored, the compensation torque is gradually reduced in a gradient manner and transitions to following driving. This achieves a smooth transition from emergency suppression to normal control, maintaining vehicle posture stability in scenarios of perception lag or planning failure, and ensuring a shock-free transition when control is restored. This improves the system's safety performance and driving experience under abnormal conditions.

[0020] Optionally, in one possible implementation, the method further includes: Real-time acquisition of status verification signals during automatic parking process, the status verification signals include at least one of the following: actual gear status, electronic parking brake status, brake system pressure feedback, real-time longitudinal speed of the vehicle and power idle speed; If the status verification signal indicates that the vehicle is at an unexpected forward slip speed, the compensating braking torque is increased. If the status verification signal indicates a difference between the actual pressure and the commanded pressure of the braking system, the pressure holding command value is corrected synchronously. If the status verification signal indicates that the driver has taken over, the automatic parking process will be terminated, and the driver's intention will be responded to first.

[0021] In this implementation, multiple status verification signals are collected in real time, including actual gear status, electronic parking brake status, brake system pressure feedback, real-time vehicle longitudinal speed, and engine idle speed. For unexpected forward rolling speeds, the compensation torque is automatically increased. For the difference between the actual execution pressure and the command pressure of the brake system, the pressure holding command value is synchronously corrected. For driver-initiated takeover operations, the automatic parking system is immediately disengaged and the driver's intention is prioritized. This achieves full-process anomaly self-healing and arbitration from closed-loop verification of execution effect to safe switching of human-machine control. This improves the fault tolerance, execution accuracy, and driver trust of the entire start-up control strategy, ensuring that the entire parking and start-up process is always under control.

[0022] Secondly, one embodiment of this specification provides a vehicle control device, comprising: The switching unit is used to respond to the vehicle's start command in the parking state, control the vehicle to switch from parking gear to drive gear, and release the electronic parking brake after confirming that the gear switching is completed; The control unit is used to call the brake pressure holding torque for braking control after confirming that the electronic parking brake has been released, and to obtain the actual idle speed of the vehicle in order to determine the speed deviation between the actual idle speed and the calibrated idle speed. The control unit is also used to determine the compensating braking torque during the braking control process based on the numerical range of the speed deviation, wherein the magnitude of the compensating braking torque is positively correlated with the speed deviation. The control unit is further configured to adjust the brake pressure holding torque based on the compensated brake torque to obtain a target pressure holding torque, and control the vehicle to perform the driving operation corresponding to the starting command through the target pressure holding torque.

[0023] Thirdly, one embodiment of this specification also provides a vehicle control system, including sensors and a vehicle controller, wherein the sensors are used to collect vehicle-related data; and the vehicle controller is used to execute the vehicle control method as described in the first aspect or any possible implementation thereof.

[0024] Fourthly, one embodiment of this specification also provides a vehicle, the vehicle comprising: a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, causing the vehicle to perform the vehicle control method in the first aspect or any possible implementation thereof.

[0025] Fifthly, one embodiment of this specification also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method described above.

[0026] Sixthly, embodiments of this specification provide a computer program product or computer program, the computer program product including a computer program that can be stored in a computer-readable storage medium or in the cloud; the processor of the computer device reads the computer program, and when the processor executes the computer program, it implements the steps of the vehicle control method described above.

[0027] As can be seen from the above technical solutions, the vehicle control method provided in this specification prioritizes gear shifting and confirms its completion after responding to the start command, ensuring that the drive is in position as a prerequisite for all subsequent actions, thus establishing action priority from the source of timing. After gear confirmation, the electronic parking brake is released to avoid the risk of vehicle rollover caused by releasing the parking brake before engaging a gear. After confirming the parking brake release, the brake pressure holding torque is invoked for braking control, and the actual idle speed is simultaneously acquired and the deviation from the calibrated idle speed is calculated, quantifying the power output state into a processable numerical signal to provide accurate input for compensation decisions. Based on the numerical range of the speed deviation, the compensating braking torque is determined according to a positive correlation to achieve dynamic matching between the braking compensation force and the degree of power overflow. Then, the compensating torque is superimposed with the braking pressure holding torque to obtain the target pressure holding torque, completing the functional integration of basic constraints and dynamic compensation. Subsequently, the target pressure holding torque is used to control the vehicle's starting and driving, achieving the effect of adaptively offsetting excess driving force and smooth vehicle starting. This solves the problems of vehicle slippage and starting jerking caused by chaotic execution timing and the incompatibility of fixed pressure holding with the actual vehicle's idle speed during the parking and starting phase, thus improving the safety and smoothness of automatic parking and starting. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments or prior art of this specification, the drawings used in the description of the embodiments or prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this specification. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0029] Figure 1 This is a schematic diagram illustrating the application environment of a vehicle control method provided in one embodiment of this specification.

[0030] Figure 2 This is a flowchart illustrating a vehicle control method provided for one embodiment of this specification.

[0031] Figure 3 This is a schematic diagram of a vehicle execution architecture provided for one embodiment of this specification.

[0032] Figure 4 This is a schematic diagram of the functional modules of a vehicle control device provided for one embodiment of this specification.

[0033] Figure 5 This is a structural schematic diagram of a vehicle provided for one embodiment of this specification. Detailed Implementation

[0034] Unless otherwise defined, the technical or scientific terms used in the embodiments of this specification shall have the ordinary meaning understood by one of ordinary skill in the art to which this specification pertains. The terms "first," "second," and similar terms used in the embodiments of this specification do not indicate any order, quantity, or importance, but are merely used to avoid confusion of constituent elements.

[0035] Unless the context otherwise requires, throughout this specification, "a plurality of" means "at least two," and "including" is interpreted as open-ended or encompassing, that is, "including, but not limited to." In the description of this specification, terms such as "one embodiment," "some embodiments," "exemplary embodiment," "example," "specific example," or "some examples" are intended to indicate that a particular feature, structure, material, or characteristic associated with that embodiment or example is included in at least one embodiment or example of this specification. The illustrative representations of the above terms do not necessarily refer to the same embodiment or example.

[0036] The technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this specification, and not all embodiments. Based on the embodiments in this specification, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this specification.

[0037] With the development of automotive technology, vehicles are equipped with more and more intelligent functions. In the automatic parking function, when the vehicle completes parking and needs to respond to the parking exit command to start moving, the control system needs to coordinate multiple actions of the vehicle to ensure that the vehicle can smoothly and safely transition from a stationary state to a low-speed driving state, preventing unexpected vehicle movement.

[0038] However, in high-frequency operation scenarios such as users quickly releasing the brake to trigger parking start and short-term continuous gear shifting, timing errors are likely to occur, such as issuing brake pressure holding before the parking brake is fully released or issuing driving commands before the gear is in position. These issues lead to disordered response of the chassis actuators and affect the smoothness of the automatic parking function.

[0039] Furthermore, automatic parking typically uses a fixed braking torque to constrain vehicle speed during the initial start-up phase. It relies solely on actual vehicle calibration data to set the pressure threshold, failing to differentiate between the theoretically calibrated idle speed and the actual idle speed. Under certain conditions, the actual idle speed exceeds the preset calibration value, resulting in excess forward driving force from the powertrain. The fixed braking torque cannot completely offset this excess power, leading to the vehicle rolling forward on its own, thus compromising vehicle safety during automatic parking.

[0040] To address the aforementioned problems, this specification provides a vehicle control system, and the vehicle control method provided in this specification is applied to this vehicle control system. This control system optimizes issues such as vehicle rollback or slow start-up by using fixed timing and adaptive idle speed adjustment.

[0041] For specific steps regarding the control system, see [link / reference]. Figure 1 The vehicle environment shown, Figure 1 This diagram illustrates the application environment of a vehicle control method provided in one embodiment of this specification. Specifically, the vehicle control system can be deployed within a parking control unit of an intelligent driving domain controller. The parking control unit establishes communication connections with the chassis domain controller, powertrain domain controller, electronic parking brake actuator, and braking control system via an onboard communication network. The chassis domain controller provides feedback on the vehicle's active safety fault status and electronic parking brake status signals. The powertrain domain controller executes gear shifting commands and reports the actual idle speed. The electronic parking brake actuator receives and executes electronic parking brake release and clamping commands. The braking control system receives target pressure-holding torque commands and provides feedback on the actual execution pressure. The parking control unit, as the core of the timing scheduling, completes a closed-loop control process based on the aforementioned communication links, encompassing start command response, gear shifting verification, parking delay release, idle speed difference calculation, compensation torque decision-making, and pressure-holding command issuance.

[0042] Based on the above concept, this specification provides a vehicle control method. The vehicle control method provided by this specification will be described exemplarily below with reference to the accompanying drawings.

[0043] To be applied Figure 1 Taking the control system in the example, some embodiments of the vehicle control method described in this specification are illustrated by way of example, such as Figure 2 As shown, Figure 2 A flowchart illustrating a vehicle control method according to one embodiment of this specification; the vehicle control method includes: 201. In response to a start command from a parked vehicle, control the vehicle to switch from park to drive, and release the electronic parking brake after confirming the gear shift is complete.

[0044] In this embodiment, the starting command generally refers to the trigger signal that causes a vehicle in a stationary parking state to begin moving out of the target parking space or in the target driving direction. Specifically, it can be the starting command in the automatic parking function. It can be triggered by the driver actively confirming it on the human-machine interface, or it can be initiated autonomously by the automatic parking program after planning is completed, or it can be issued through the vehicle network channel via the remote summoning function. The parking state can refer to the stationary state after the vehicle has completed automatic parking, or it can also cover the transitional state after the vehicle is manually parked and taken over by the automatic parking system.

[0045] In one possible scenario, considering that if the gear shifting action is executed directly after the start command is triggered, the function may be abnormal due to communication failure of the domain controller or actuator limitation, a three-way handshake verification is added before entering the gear shifting preparation state. The gear shifting command is issued only after confirming that the function status is normal, thus blocking the risk of starting with a fault from the entry point.

[0046] Specifically, the handshake verification process involves responding to a start command from a parked vehicle by controlling the vehicle's intelligent driving domain to perform handshake verification with the chassis domain and power domain to obtain verification information. This verification information indicates that the functional status associated with the start command is normal. If the verification information indicates a successful handshake, the vehicle enters a gear shifting preparation state and issues a gear shifting command. Then, based on the gear shifting command, the vehicle is controlled to shift from parking gear to driving gear, and the electronic parking brake is released after confirming that the gear shifting is complete.

[0047] During the handshake confirmation phase of the parking function, after the intelligent driving parking system receives the driver's command to start parking, it first completes the three-way communication handshake verification between the intelligent driving domain, chassis domain, and power domain to confirm that the vehicle has no active safety faults, no chassis limitation faults, and that the parking function is in a normal and activatable state. If the handshake is successful, it enters the gear shifting preparation state; if the handshake fails, it directly terminates the starting process and reports a fault prompt.

[0048] For example, when the driver presses the "Parking Out" button on the central control screen, the intelligent parking module receives the start command. At this time, the system does not immediately perform a gear shift, but first sends a handshake request message to the chassis domain and the powertrain domain. The chassis domain replies that there are no electronic stability faults or electronic parking brake (EPB) faults, and the powertrain domain replies that there are no drive motor faults or gear shift actuator faults. The three-way handshake is successful, and the verification information indicates that the function status is normal. The system then enters the gear shift preparation state, allowing subsequent gear shifting actions to be executed. If the chassis domain replies at this time that there is an overheating fault in the EPB caliper, the handshake fails, the system sends a prompt message to the instrument panel saying "Parking function is temporarily unavailable, please check the parking system," and terminates the start process.

[0049] As can be seen, this embodiment adds a three-way handshake verification between the intelligent driving domain, chassis domain, and power domain after responding to the start command and before executing the gear shift, obtains verification information indicating that the function status is normal, and only enters the gear shift preparation state and issues the shift command when the verification information indicates that the handshake is successful. This achieves the goal of forcibly binding the entry conditions of the start process with the functional safety status of the whole vehicle, thereby eliminating the possibility of the system starting with a fault from the source and improving the reliability and fault isolation capability of the start control logic.

[0050] Furthermore, considering that there may be a time window deviation between the "in position" feedback in the gear position signal message and the actual completion of mechanical execution, if the EPB is released accidentally during this period, the vehicle will lose its parking constraint. Therefore, the EPB release function is locked during the gear shifting process, and the lock is only released when the gear position signal stably meets the switching completion condition, thus preventing the timing conflict of releasing the parking brake before engaging a gear.

[0051] Specifically, the system can control the vehicle to perform a gear shifting action according to the gear shifting command, and detect the gear execution signal corresponding to the gear shifting action. During the detection process, the vehicle's electronic parking brake is locked. If the gear execution signal meets the shifting completion status within the preset message range, the gear shifting is confirmed to be complete, and the electronic parking brake is released.

[0052] Specifically, for the execution and status verification of parking gear shifting, under the premise of successful handshake, a gear shifting command is issued to control the vehicle to smoothly shift from P parking gear to D drive gear; the gear control system provides real-time feedback on the actual gear position signal, and the timing control layer continuously verifies the gear status. Only after the gear shift is completely completed and the gear status message is stable for 3 consecutive frames without abnormalities is the gear shifting process determined to be over, and the next process is allowed; if the gear shift is not completed, the locking electronic parking brake system release and brake pressure holding command are issued.

[0053] For example, after a successful handshake, the system sends a "shift from P to D" command to the transmission controller. During the gear shift, the system continuously monitors the gear status messages from the transmission and simultaneously locks the EPB control interface, prohibiting any release commands from being issued. Within the first 200ms, the transmission sequentially reports intermediate states such as "P disengaging" and "shifting in progress." The system determines that the gear is not yet ready and continues to lock the EPB. Only when the transmission consistently reports "D engaged" for three consecutive frames does the system confirm the gear shift is complete, then release the EPB lock, allowing the next stage of the parking release procedure to begin.

[0054] As can be seen, this embodiment continuously monitors the gear execution signal during the process of controlling the vehicle to perform a gear shifting action, and locks the release function of the electronic parking brake during this period. Only when the gear execution signal stably meets the switching completion state within the preset message range is the gear shifting completed and the lock is released to allow the parking brake to be released. This achieves strict control of the parking brake release action to the timing lock of the actual gear position state, avoids the occurrence of releasing the parking brake before engaging a gear, and improves the safety of the initial stage of starting.

[0055] In addition, considering that the transmission oil pressure needs a certain mechanical response time to build up and the clutch engage after the gear position signal is confirmed, releasing EPB immediately would cause the power link to be released before the constraint is fully established. Therefore, a delay buffer is set after the gear shift is completed, and the parking release command is issued after the mechanical system is ready to eliminate the starting shock.

[0056] Specifically, if the gear shifting signal meets the shift completion status within the preset message range, the gear shifting is confirmed to be complete, and the target delay buffer time set for the vehicle's chassis characteristics is invoked; after the target delay buffer time expires, the release command of the electronic parking brake is issued; and then the electronic parking brake is released in response to the release command.

[0057] Specifically, for the delayed and orderly release of the electronic parking brake (EPB), after the gear shift verification is successful, a fixed delay buffer time is set according to the characteristics of the vehicle chassis (the target delay buffer time is set to 800ms). After the delay ends, the EPB electronic parking brake release command is issued to release the mechanical parking restraint of the vehicle. Then, the EPB release completion feedback signal is collected simultaneously to confirm that all four-wheel parking mechanisms are unlocked, thus preventing the problem of forced starting with one side of the parking brake not released.

[0058] For example, after the system confirms that the gear has been shifted to D, the internal timer of the control system starts counting. According to the chassis calibration data of this vehicle model, the target delay buffer time is found to be 800ms. During these 800ms, the system is in a waiting state and does not send any commands to the EPB. After the 800ms countdown ends, the system sends a "release command" to the EPB controller via the CAN bus. After receiving the command, the EPB controller drives the rear wheel parking caliper motor to return to its original position, releasing the brake disc clamping force and completing the mechanical parking release. This delay ensures that the transmission clutch has sufficient time to complete pre-engagement, avoiding the jerking sensation caused by immediately releasing the parking brake after shifting gears.

[0059] As can be seen, this embodiment, after the gear shift completion determination is established, first calls the target delay buffer time set based on the characteristics of the whole vehicle chassis, waits for the delay to end, and then issues the electronic parking brake release command and executes the release. This achieves sufficient buffer time for mechanical actions such as transmission oil pressure establishment and clutch pre-engagement, and achieves synchronization between signal positioning and mechanical positioning. This improves the starting jerking and shock problem caused by sudden release of the parking brake before the power link is fully established, and improves the smoothness of starting.

[0060] Optionally, considering that a fixed delay buffer duration cannot adapt to the different requirements of power engagement time under different road conditions such as slopes and slippery surfaces, and a single preset value is prone to causing vehicle slippage or start-up delay under special working conditions, environmental information such as road slope and adhesion coefficient is introduced to dynamically correct the delay duration, thereby improving the environmental adaptability of timing control.

[0061] Specifically, to determine the target delay buffer duration, a preset delay buffer duration set for the vehicle's chassis characteristics can be obtained; then, external environmental information of the vehicle can be collected, including at least one of road surface slope and road surface adhesion coefficient; and based on the external environmental information, the preset delay buffer duration can be dynamically adjusted to obtain the target delay buffer duration.

[0062] For example, the system calls a preset baseline delay of 800ms, while simultaneously reading the current longitudinal slope of the road surface as 5 degrees using chassis sensors, and estimating the road adhesion coefficient as approximately 0.3 (for wet and slippery surfaces) using wheel speed sensors and vehicle speed. According to the internal correction strategy, the delay increases by 50ms for every 1 degree increase in slope, and an additional 100ms for low-adhesion surfaces. The calculated target delay buffer time is adjusted to 800 + 5 × 50 + 100 = 1150ms. The system waits for this 1150ms delay before issuing the EPB release command, allowing sufficient time for power engagement to prevent rollback when starting on a wet and slippery slope.

[0063] As can be seen, this embodiment obtains a preset fixed delay benchmark and collects external environmental information such as road slope and road adhesion coefficient. Based on this information, the preset delay is dynamically adjusted to obtain the target delay buffer time. This enables the automatic extension of the waiting time under special working conditions such as slopes or slippery surfaces, achieving the effect of matching the parking release timing with environmental conditions. This improves the adaptability of the starting control system to different road scenarios and effectively suppresses the risk of vehicle slippage on slopes.

[0064] 202. After confirming that the electronic parking brake has been released, the brake pressure holding torque is used for brake control, and the actual idle speed of the vehicle is obtained to determine the speed deviation between the actual idle speed and the calibrated idle speed.

[0065] In this embodiment, after receiving a signal from the electronic parking brake actuator indicating that all four parking mechanisms have been released, the parking control unit sends a basic standard braking pressure holding torque to the braking control system. This basic standard braking pressure holding torque can be based on the vehicle's low-speed parking start calibration value and serves to initially constrain the vehicle's stationary state to prevent the vehicle from momentarily lurching forward.

[0066] Specifically, the braking control process adopts a layered braking pressure holding command issuance. That is, after the EPB is fully released, the timing control layer uniformly issues the basic standard braking pressure holding torque to the vehicle braking control system. The basic pressure holding torque is based on the vehicle's low-speed parking and starting calibration value, and its function is to initially constrain the vehicle's stationary state and prevent the vehicle from lurching forward momentarily.

[0067] Furthermore, the moment the brake pressure holding is established, the high-frequency idle speed acquisition process is simultaneously started (e.g., acquisition period of 100ms), continuously acquiring the actual idle speed output by the power system, and simultaneously retrieving the preset standard calibrated idle speed within the vehicle calibration parameters, thus formally entering the speed difference compensation control process.

[0068] 203. Determine the compensating braking torque during the braking control process based on the numerical range of the speed deviation. The magnitude of the compensating braking torque is positively correlated with the speed deviation.

[0069] In this embodiment, the compensating braking torque refers to the additional braking torque added to offset the excess forward driving force caused by the actual idle speed deviating from the calibrated value. The compensating braking torque is positively correlated with the speed deviation, which can be understood as the compensating braking torque remaining monotonically constant as the speed deviation becomes positive and gradually increases. For example, it can be implemented using a piecewise linear relationship, a quadratic curve relationship, or a lookup table interpolation method. By adopting a compensation method that is positively correlated with the speed deviation, the braking torque can be adaptively adjusted to follow the idle speed fluctuations, avoiding insufficient constraint when the fixed torque is too high or excessive constraint when the actual idle speed is too low.

[0070] Specifically, for scenarios with positive and negative grades, when the value corresponding to the speed deviation is less than or equal to zero, the compensation braking torque is determined to be zero; while when the value corresponding to the speed deviation is greater than zero, the compensation braking torque corresponding to the speed deviation is determined according to a linear proportional relationship.

[0071] For example, the following working conditions can be obtained.

[0072] Operating Condition 1: After a cold start in winter, the actual engine idle speed is 700 rpm, while the calibrated idle speed is 750 rpm, resulting in a speed deviation of -50 rpm, falling into the range of less than or equal to zero. The system determines that there is no excess driving force at this time, and the compensating braking torque is 0, maintaining only the basic holding torque of 2 bar. The vehicle remains stationary, and when starting, it can be smoothly driven out by slowly reducing the basic holding torque.

[0073] Operating Condition 2: When the air conditioner is on in summer, the actual engine idle speed is 820 rpm, while the calibrated idle speed is 750 rpm, resulting in a speed deviation of +70 rpm, falling within the range greater than zero. The system calculates the compensating braking torque using a linearity coefficient (e.g., 0.05 bar compensation for every 10 rpm deviation) = 70 / 10 × 0.05 = 0.35 bar, and the target pressure-holding torque = 2 + 0.35 = 2.35 bar, effectively offsetting the slight forward lurch caused by the increased idle speed due to air conditioning load compensation.

[0074] As can be seen, this embodiment divides the speed deviation into two ranges: negative deviation (less than or equal to zero) and positive deviation (greater than zero). When the deviation is negative, the compensation braking torque is determined to be zero, and only the basic pressure holding constraint is retained. When the deviation is positive, the compensation torque is calculated using a linear proportional relationship, thereby achieving graded quantification of the compensation force. This achieves the effect of light constraint when there is no power overflow and moderate constraint when there is power overflow. This avoids excessive braking intervention when there is no tendency to slip, and can also smooth the vehicle speed under slight slip, thus improving the precision and comfort of the brake pressure holding control.

[0075] Furthermore, considering that the linear proportional compensation has limited restraint when the speed deviation is large, and may not be able to suppress the strong forward surge caused by a severely high idle speed, a speed threshold calibrated based on the runaway boundary point is set. When the deviation exceeds this threshold, the full compensation torque is directly called to enhance the suppression capability for severe runaway conditions in a graded leap manner.

[0076] Therefore, for positive deviation scenarios, when the value corresponding to the speed deviation is greater than zero, the relationship between the speed deviation and the target speed threshold is determined. The target speed threshold is calibrated based on the vehicle's runaway boundary point in the idling state. If the speed deviation is greater than the target speed threshold, the compensating braking torque is configured as the target braking torque.

[0077] The target braking torque refers to the preset calibration compensation torque value (also known as full-value braking torque) that the system directly calls to fully offset the vehicle's excess driving force when the speed deviation is greater than the target speed threshold. It serves as the target value for calculating the compensation braking torque under heavy-duty positive deviation conditions, so as to achieve rapid and powerful suppression of severe slippage.

[0078] For example, the system collects the actual idle speed in real time as 920 rpm, while the calibrated idle speed is 750 rpm, resulting in a speed deviation of +170 rpm. The vehicle's rollback threshold (target speed threshold) determined through real-vehicle calibration is +150 rpm; that is, when the deviation exceeds 150 rpm, the vehicle will begin to exhibit perceptible autonomous forward roll. Since the current deviation of 170 rpm is greater than the 150 rpm threshold, the system determines that it has entered a severe positive deviation condition. Instead of using linear proportional calculation, it directly calls the calibrated full-compensation torque of 1.0 bar. The target pressure-holding torque = 2 + 1.0 = 3.0 bar, using maximum braking constraint force to suppress the vehicle's forward roll from the power source. When the deviation falls below 150 rpm, the system switches back to linear proportional calculation mode.

[0079] As can be seen, this embodiment further compares the speed deviation with the target speed threshold calibrated based on the runaway boundary point under positive deviation conditions. For severe deviations exceeding the threshold, the compensating braking torque is directly configured as the target braking torque, achieving a graded leap from linear fine adjustment to maximum braking. This achieves the effect of precise adjustment for mild idle speed deviation and rapid and powerful suppression for severe idle speed deviation, improving the system's response speed and suppression capability in the face of sudden high idle speed runaway conditions, and enhancing starting safety.

[0080] In one possible scenario, combining the above-mentioned positive / negative grading and positive degree grading processes, the following grading difference compensation control logic can be obtained: 1. Negative deviation condition: Delta N < 0.

[0081] When the actual idle speed is less than or equal to the calibrated idle speed, the vehicle has no excess forward driving force, the power output is smooth and there is no tendency to slip. At this time, the compensating braking torque Tadd=0, and the vehicle can complete the static constraint by only performing the basic braking pressure holding torque, without the need for additional power to offset.

[0082] 2. Mild positive deviation condition: 0 < DeltaN ≤ target speed threshold.

[0083] The actual idle speed is slightly higher than normal, resulting in a slight forward momentum. The braking torque is slightly added in a linear proportional relationship to compensate for the slight increase in braking force, which both restrains the tendency to roll backward and prevents excessive braking during start-up.

[0084] 3. Positive deviation heavy working condition: DeltaN > target speed threshold.

[0085] The actual idle speed is significantly higher than normal, and the vehicle has a strong excess driving force. When starting, the dynamic compensation torque is at full capacity to maximize the offset of excess power at idle speed and suppress the vehicle's tendency to roll forward from the source of power.

[0086] Among them, the target speed threshold is the calibrated critical speed deviation, which is exactly at the dividing point where obvious idling slippage is about to occur, and is used to distinguish between mild compensation and full compensation.

[0087] In the above embodiments, Nset represents the preset calibrated idle speed of the vehicle, which is stored in the vehicle power calibration file and remains fixed; Nreal represents the actual idle speed collected in real time during actual vehicle operation and is dynamically updated in real time; Delta N represents the idle speed deviation value, Delta N = Nreal - Nset; Tbase represents the basic braking pressure holding torque for parking and starting; Tadd represents the dynamic compensation braking torque caused by the idle speed deviation; Ttotal represents the final actual total braking pressure holding torque of the vehicle, which can be calculated as T_total = Tbase + T_add.

[0088] Optionally, a smoothing filter can be used for the compensation torque, that is, all dynamically superimposed compensation braking torques are subjected to a first-order low-pass filter to prevent instantaneous sudden increases or decreases in torque, ensure smooth changes in braking constraint force, avoid vehicle jerking and shaking during the start-up phase, and balance safety and driving comfort.

[0089] 204. Adjust the braking pressure holding torque based on the compensated braking torque to obtain the target pressure holding torque, and control the vehicle to perform the driving operation corresponding to the starting command through the target pressure holding torque.

[0090] In this embodiment, the target pressure-holding torque Ttotal can be obtained by superimposing it according to the formula Ttotal = Tbase + Tadd. Optionally, all dynamically superimposed compensating braking torques Tadd can be processed with a first-order low-pass filter to prevent sudden changes in torque, thereby ensuring smooth changes in braking constraint force and avoiding vehicle jerking and vibration during start-up, thus balancing safety and ride comfort. The time constant of the first-order low-pass filter can be selected within the range of 50ms to 500ms.

[0091] In one possible scenario, considering that a perception lag or planning delay during parking and starting could cause the upper-level command to be interrupted, maintaining normal control logic would cause the vehicle to lose restraint and glide freely. Therefore, when a command blank is detected, the current pressure holding torque is locked and the lower-level unit takes over the control. After the valid command is restored, the vehicle smoothly exits in a gradient reduction manner to fill the control vacuum during the planning failure window.

[0092] Specifically, during the command blank period, the command status corresponding to the starting command can be monitored during the driving operation corresponding to the vehicle's starting command. The command status is determined based on the command content of the starting command. If the command status indicates a blank command, the currently established braking pressure holding torque and compensating braking torque are locked to maintain the braking constraint state, and the underlying longitudinal control unit takes over the vehicle speed control authority. When a valid driving command is detected, the compensating braking torque is reduced in a gradient manner, and the vehicle transitions to following the valid driving command.

[0093] The command status refers to a monitoring status quantity used to evaluate the continuity and effectiveness of commands issued by the upper-level parking planning module to the lower-level execution unit. This parameter is determined by detecting the receiving time interval or signal frame continuity of control command messages such as target vehicle speed, longitudinal acceleration, and driving trajectory periodically sent by the planning module. When the receiving time interval between two adjacent valid command frames exceeds a preset timeout threshold, or when multiple consecutive frames fail to receive valid updates, the command status indicates a command blank; otherwise, the command flow is considered normal. The command status serves as the basis for triggering the dual-layer emergency suppression strategy, used to implement pressure holding and locking during the command blank period and temporary takeover of lower-level control authority, as well as the switching logic for initiating compensation torque gradient reduction and smooth transition to normal control after command recovery.

[0094] Therefore, for the emergency suppression scheme during the planning trajectory command gap period, if problems such as environmental perception lag, parking space replanning, or positioning signal fluctuations occur during the automatic parking start-up process, causing the upper-level parking planning module to be unable to issue low-speed driving trajectory, target speed, and longitudinal acceleration control commands in a timely manner, the system immediately activates a two-layer emergency suppression strategy. This means the system does not actively cancel the established basic braking pressure maintenance and dynamic compensation braking torque, continuously locking the braking constraint state and not releasing the vehicle's low-speed limit capability, preventing the vehicle from entering an unrestrained free-slipping state. Additionally, during the planning command gap window, invalid empty commands from the upper-level planning are temporarily cut off, and the parking lower-level longitudinal control unit temporarily takes over the vehicle's low-speed control authority, continuously relying on idle speed difference torque compensation logic to maintain the vehicle stationary or extremely low speed state. Furthermore, when the parking planning module returns to normal and successfully issues valid driving trajectory and starting speed commands, the system gradually reduces the dynamic compensation braking torque in a gradient-decreasing manner, smoothly exiting the forced standstill suppression mode and transitioning smoothly to the normal parking trajectory following driving mode. The switching process is shock-free and without sudden speed changes.

[0095] For example, a vehicle is performing a parking start at approximately 2 km / h. At this moment, due to obstruction of the parking space lines causing camera perception to lag, the upper-level planning module cannot calculate the subsequent trajectory and temporarily stops issuing target speed and acceleration commands. The system detects that the planning command signal interruption on the CAN bus exceeds 200ms, determining that it has entered a command blank period. An emergency strategy is immediately executed: the current target holding torque of 2.5 bar is locked and not revoked, while the lower-level longitudinal control unit takes over, maintaining the vehicle's operation with the current idle speed difference compensation logic, keeping the vehicle in a very low creep state rather than unrestrained coasting. Perception recovers after approximately 1.5 seconds, and the planning module reissues valid trajectory commands. The system gradually reduces the compensation torque to zero in increments of 0.1 bar, and the vehicle smoothly switches to normal trajectory following within 3 seconds, without any sudden speed changes.

[0096] As can be seen, this embodiment detects the command status of the starting command during the starting process. When the parameter indication command is blank, it immediately locks the currently established braking pressure holding torque and compensation braking torque to maintain the braking constraint state, and the underlying longitudinal control unit temporarily takes over the vehicle speed control authority to prevent the vehicle from entering unrestrained coasting. When a valid driving command is detected to be restored, the compensation torque is gradually reduced in a gradient manner and transitions to following driving, realizing a smooth connection from emergency suppression to normal control. This achieves the effect of maintaining vehicle posture stability in the case of perception lag or planning failure and restoring control without shock transition, thus improving the system's safety performance and driving experience under abnormal conditions.

[0097] Optionally, considering that unexpected states such as execution deviation, abnormal sensor signals, or sudden driver takeover may occur during system operation, and open-loop control cannot respond to these situations, multiple types of verification signals are collected in real time to form a closed-loop correction mechanism to adjust for slippage and pressure deviation, and to immediately transfer control when the driver intervenes to ensure the safety of the entire process.

[0098] Specifically, during the verification process of automatic parking, status verification signals can be collected in real time. These signals include at least one of the following: actual gear position, electronic parking brake status, brake system pressure feedback, real-time vehicle longitudinal speed, and engine idle speed. If the status verification signal indicates that the vehicle is at an unexpected forward rolling speed, the compensating brake torque is increased. If the status verification signal indicates that there is a difference between the actual braking pressure and the commanded pressure, the pressure holding command value is corrected synchronously. If the status verification signal indicates that the driver has taken over the operation, the automatic parking process is terminated, and the driver's intention is given priority.

[0099] Therefore, for the full-process closed-loop state verification and anomaly correction scheme, in order to ensure the stability of the entire strategy, this embodiment sets up a multi-signal fusion closed-loop real-time verification mechanism. The verification process for different state verification signals can be as follows: 1. Real-time monitoring of the vehicle's longitudinal speed; once an unexpected forward slippage speed is detected, the dynamic compensation braking torque is automatically and proactively increased to strengthen the restraint. 2. Monitor the difference between the actual braking pressure and the issued command pressure of the braking system. If there is a problem of delayed chassis braking response or incomplete execution, adjust the pressure holding command value accordingly. 3. Monitor driver's manual operation signals. If the driver is detected to actively take over the steering wheel, brake pedal, and accelerator pedal, immediately exit the automatic suppression strategy of this invention and prioritize the execution of the driver's manual driving intentions to ensure the priority of driving sovereignty.

[0100] For example, the following scenarios can be obtained for the different verification processes mentioned above.

[0101] Scenario 1: The target holding torque has been set at 2.5 bar, but the wheel speed sensor detects that the vehicle is still unexpectedly rolling forward at 0.3 km / h. The system determines that the current compensation torque is insufficient to restrain the vehicle and automatically increases it by 0.2 bar from 2.5 bar to 2.7 bar until the vehicle speed returns to zero.

[0102] Scenario 2: The system issues a 2.5 bar pressure holding command, but the actual braking pressure read from the ESP is only 2.1 bar, resulting in a 0.4 bar execution lag. The system automatically corrects the pressure holding command value to 2.8 bar to compensate for the execution deviation and ensure that the actual braking effect meets expectations.

[0103] Scenario 3: During the parking and starting process, the driver suddenly presses the brake pedal, and the brake light switch signal changes. The system detects the driver's active takeover operation, immediately sets the target pressure-holding torque to zero, exits the idle speed compensation logic, and returns longitudinal control of the vehicle to the driver without interfering with the driver's braking intention.

[0104] As can be seen, this embodiment collects multiple status verification signals in real time, including actual gear status, electronic parking brake status, brake system pressure feedback, real-time vehicle longitudinal speed, and engine idle speed. It automatically increases the compensation torque for unexpected forward rolling speeds, synchronously corrects the pressure holding command value for the difference between the actual execution pressure and the command pressure of the brake system, and immediately exits automatic parking and prioritizes responding to the driver's intentions when the driver takes over. This achieves full-process anomaly self-healing and arbitration from closed-loop verification of execution effect to safe switching of human-machine control, improving the fault tolerance, execution accuracy, and driver trust of the entire start-up control strategy, and ensuring that the entire parking and start-up process is always under control.

[0105] In one possible scenario, the above embodiments can be applied to Figure 3 In the execution architecture shown, Figure 3This diagram illustrates a vehicle execution architecture as one embodiment of this specification. The diagram shows the layered architecture design adopted in this solution to achieve dynamic control of vehicle parking and starting braking torque, including a state interaction layer, a timing management layer, an idle speed data acquisition layer, a dynamic torque compensation layer, and a closed-loop verification execution layer. The state interaction layer is responsible for receiving various input signals from the vehicle's parking and starting, gear position, EPB switch, and driver operations. The timing management layer comprehensively defines the execution sequence and pre-lock conditions for all starting actions. The idle speed data acquisition layer collects the actual idle speed of the powertrain system and the calibrated idle speed threshold in real time and performs speed difference calculations. The dynamic torque compensation layer calculates the compensation braking torque based on the obtained speed deviation value and adds it to the base pressure-holding torque. The closed-loop verification execution layer collects chassis braking execution feedback and vehicle speed feedback signals, and corrects the compensation torque value in real time to achieve stable parking and starting control logic during automatic parking.

[0106] In summary, this embodiment prioritizes gear shifting and confirms completion upon responding to the start command, ensuring drive positioning as a prerequisite for all subsequent actions, thus establishing action priority from the timing source. After gear confirmation, the electronic parking brake is released to avoid the risk of vehicle rollover caused by releasing the brake before engaging a gear. After confirming parking release, the brake pressure holding torque is invoked for braking control, and the actual idle speed is simultaneously acquired and its deviation from the calibrated idle speed is calculated, quantifying the power output state into a processable numerical signal to provide precise input for compensation decisions. Based on the numerical range of the speed deviation, the compensation braking torque is determined according to a positive correlation, achieving dynamic matching between braking compensation force and power overflow. The compensation torque and brake pressure holding torque are then superimposed to obtain the target pressure holding torque, completing the functional integration of basic constraints and dynamic compensation. Finally, the target pressure holding torque is used to control vehicle start-up, achieving adaptive offsetting of excess driving force and smooth vehicle start-up. This comprehensively solves the problems of rollover and start-up jerking caused by chaotic execution timing and the mismatch between fixed pressure holding and actual vehicle idle speed during the parking start-up phase, improving the safety and smoothness of automatic parking start-up.

[0107] It should be noted that the various embodiments described in this specification emphasize the parts that differ from other embodiments, and the embodiments can be explained by comparison with each other. Any combination of the various embodiments described in this specification based on general technical knowledge is covered within the scope of this specification.

[0108] In one exemplary embodiment of this specification, a vehicle control device 400 is also provided, such as... Figure 4 As shown, Figure 4 This specification provides a functional block diagram of a vehicle control device 400 according to one embodiment of the present invention. The control device 400 includes: The switching unit 401 is used to respond to a starting command when the vehicle is in a parked state, control the vehicle to switch from parking gear to driving gear, and release the electronic parking brake after confirming that the gear switching is completed. The control unit 402 is used to call the brake pressure holding torque for brake control after confirming that the electronic parking brake has been released, and to obtain the actual idle speed of the vehicle in order to determine the speed deviation between the actual idle speed and the calibrated idle speed. The control unit 402 is also used to determine the compensating braking torque in the braking control process according to the numerical range of the speed deviation, wherein the magnitude of the compensating braking torque is positively correlated with the speed deviation. The control unit 402 is further configured to adjust the brake pressure holding torque based on the compensated brake torque to obtain a target pressure holding torque, and control the vehicle to perform the driving operation corresponding to the starting command through the target pressure holding torque.

[0109] Specifically, the switching unit and control unit in this embodiment can correspond to physical components. For example, the control unit can be a processing module such as a CPU, GPU, or FPGA. The specific physical component can be any component or combination of components with the above functions. The specific method depends on the actual scenario and is not limited here.

[0110] The aforementioned control device prioritizes gear shifting and confirms completion upon responding to the start command, ensuring drive positioning as a prerequisite for all subsequent actions, thus establishing action priority from the timing source. After gear confirmation, it releases the electronic parking brake to avoid the risk of vehicle rollover caused by releasing the parking brake before engaging a gear. After confirming parking brake release, it calls upon the brake pressure holding torque for braking control, simultaneously acquiring the actual idle speed and calculating the deviation from the calibrated idle speed, quantifying the power output state into a processable numerical signal to provide precise input for compensation decisions. Based on the numerical range of the speed deviation, it determines the compensation braking torque according to a positive correlation, achieving dynamic matching between braking compensation force and power overflow. The compensation torque and brake pressure holding torque are then superimposed to obtain the target pressure holding torque, completing the functional integration of basic constraints and dynamic compensation. Finally, the target pressure holding torque controls vehicle start-up, achieving the effect of adaptively offsetting excess driving force and smooth vehicle start-up. This comprehensively solves the problems of vehicle rollover and start-up jerking caused by chaotic execution timing and the mismatch between fixed pressure holding and actual vehicle idle speed during the parking start-up phase, improving the safety and smoothness of automatic parking start-up.

[0111] Specific limitations regarding the vehicle control device can be found in the limitations regarding the vehicle control method above, and will not be repeated here. Each unit module in the aforementioned vehicle control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in hardware or independently of the processor in a computer device, or stored in software in the memory of a computer device, so that the processor can call and execute the corresponding operations of each module.

[0112] In addition, in one exemplary embodiment of this specification, a vehicle is also provided, such as Figure 5 As shown, Figure 5 This is a structural schematic diagram of a vehicle provided for one embodiment of this specification.

[0113] For example, vehicle 500 and Figure 1 The vehicles in the text refer to the same vehicle.

[0114] For example, such as Figure 5 As shown, the vehicle 500 includes a memory 510 and a processor 520, wherein the memory 510 stores executable program code 530, and the processor 520 is used to call and execute the executable program code 530 to perform a vehicle control method.

[0115] For example, the memory 510 can be used to store the relevant program of the vehicle control method provided in the embodiments of this application; the processor 520 can call the relevant program of the vehicle control method stored in the memory 510 to execute the vehicle control method of the embodiments of this application; for example, in response to the starting command of the vehicle in the parking state, the vehicle is controlled to switch from the parking gear to the driving gear, and the electronic parking brake is released after confirming that the gear switching is completed. After confirming that the electronic parking brake has been released, the brake pressure holding torque is used for brake control, and the actual idle speed of the vehicle is obtained to determine the speed deviation between the actual idle speed and the calibrated idle speed. The compensating braking torque in the braking control process is determined based on the numerical range of the speed deviation, and the magnitude of the compensating braking torque is positively correlated with the speed deviation. The braking pressure holding torque is adjusted based on the compensated braking torque to obtain the target pressure holding torque, and the vehicle is controlled to perform the driving operation corresponding to the starting command through the target pressure holding torque.

[0116] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0117] When each functional module is divided according to its corresponding function, the device may further include an acquisition module, a prediction module, a determination module, and an output module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced to the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0118] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0119] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing program code, etc.

[0120] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0121] 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 control method provided in the above embodiments.

[0122] This application also provides a computer-readable storage medium storing computer program code, which, when run on a computer, causes the computer to execute the aforementioned method steps to implement a vehicle control method provided in the above embodiments. The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives, and magneto-optical disks, read-only memory (ROMs), random access memory (RAMs), erasable programmable read-only memory (EPROMs), electrically erasable programmable read-only memory (EEPROMs), dynamic random access memory (DRAMs), video random access memory (VRAMs), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of media or device suitable for storing instructions and / or data.

[0123] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiments.

[0124] The vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0125] 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.

[0126] 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 device, 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 devices or units may be electrical, mechanical, or other forms.

[0127] 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.

[0128] The embodiments described above are merely illustrative of several implementation methods outlined in this specification. While the descriptions are specific and detailed, they should not be construed as limiting the scope of the solutions provided in this specification. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this specification, and these all fall within the scope of protection of this specification. Therefore, the scope of protection for this patent should be determined by the appended claims.

Claims

1. A vehicle control method, characterized in that, include: In response to a start command from a parked vehicle, the vehicle is controlled to switch from parking gear to driving gear, and the electronic parking brake is released after the gear switch is confirmed to be complete. After confirming the release of the electronic parking brake, the brake pressure holding torque is used for brake control, and the actual idle speed of the vehicle is obtained to determine the speed deviation between the actual idle speed and the calibrated idle speed. The compensating braking torque during the braking control process is determined based on the numerical range of the speed deviation, and the magnitude of the compensating braking torque is positively correlated with the speed deviation. The braking pressure holding torque is adjusted based on the compensated braking torque to obtain the target pressure holding torque, and the vehicle is controlled to perform the driving operation corresponding to the starting command through the target pressure holding torque.

2. The method according to claim 1, characterized in that, The method of responding to a start command while the vehicle is parked, controlling the vehicle to shift from parking gear to drive gear, and releasing the electronic parking brake after confirming the gear shift is complete includes: In response to a start command issued while the vehicle is parked, the intelligent driving domain of the vehicle is controlled to perform handshake verification with the chassis domain and the power domain respectively to obtain verification information. The verification information is used to indicate that the functional status associated with the start command is normal. If the verification information indicates that the handshake was successful, then the gear shifting preparation state is entered and a gear shifting command is issued. The vehicle is controlled to switch from parking gear to driving gear according to the gear shift command, and the electronic parking brake is released after the gear shift is confirmed to be completed.

3. The method according to claim 2, characterized in that, The step of controlling the vehicle to switch from parking gear to driving gear according to the gear shift command, and releasing the electronic parking brake after confirming that the gear shift is completed, includes: The vehicle is controlled to perform a gear shifting action according to the gear shifting command, and the gear execution signal corresponding to the gear shifting action is detected, wherein the electronic parking brake of the vehicle is locked during the detection process. If the gear shifting signal meets the switching completion status within the preset message range, the gear shifting is confirmed to be complete, and the electronic parking brake is released.

4. The method according to claim 3, characterized in that, If the gear shifting signal meets the switching completion status within the preset message range, then confirming the gear shifting completion and releasing the electronic parking brake includes: If the gear shifting signal meets the switching completion status within the preset message range, then the gear shifting is confirmed to be complete, and the target delay buffer time set for the chassis characteristics of the vehicle is invoked. After the target delay buffer period ends, the release command of the electronic parking brake is issued; The electronic parking brake is released in response to the release command.

5. The method according to claim 4, characterized in that, The invocation of the target delay buffer duration set for the chassis characteristics of the vehicle includes: Obtain the preset delay buffer duration set for the chassis characteristics of the vehicle; Collect the external environmental information of the vehicle, which includes at least one of road surface slope and road surface adhesion coefficient; Based on the external environment information, the preset delay buffer duration is dynamically adjusted to obtain the target delay buffer duration.

6. The method according to claim 1, characterized in that, The step of determining the compensating braking torque during the braking control process based on the numerical range of the speed deviation includes: When the value corresponding to the speed deviation is less than or equal to zero, the compensating braking torque is determined to be zero. When the value corresponding to the speed deviation is greater than zero, the compensating braking torque corresponding to the speed deviation is determined according to a linear proportional relationship.

7. The method according to claim 6, characterized in that, The method further includes: When the value corresponding to the speed deviation is greater than zero, the relationship between the speed deviation and the target speed threshold is determined. The target speed threshold is calibrated based on the vehicle's runaway boundary point in the idling state. If the speed deviation is greater than the target speed threshold, then the compensating braking torque is configured as the target braking torque.

8. The method according to any one of claims 1-7, characterized in that, The method further includes: During the process of the vehicle executing the driving operation corresponding to the starting command, the command status corresponding to the starting command is monitored, and the command status is determined based on the command content of the starting command; If the command status indicator is blank, the currently established braking pressure holding torque and compensation braking torque are locked to maintain the braking constraint state, and the underlying longitudinal control unit takes over the vehicle speed control authority. When the command status indicates a valid driving command, the compensating braking torque is reduced in a gradient manner, and the system transitions to following the valid driving command.

9. The method according to any one of claims 1-7, characterized in that, The method further includes: Real-time acquisition of status verification signals during automatic parking process, the status verification signals include at least one of the following: actual gear status, electronic parking brake status, brake system pressure feedback, real-time longitudinal speed of the vehicle and power idle speed; If the status verification signal indicates that the vehicle is at an unexpected forward slip speed, the compensating braking torque is increased. If the status verification signal indicates a difference between the actual pressure and the commanded pressure of the braking system, the pressure holding command value is corrected synchronously. If the status verification signal indicates that the driver has taken over, the automatic parking process will be terminated, and the driver's intention will be responded to first.

10. A vehicle, characterized in that, The vehicles include: 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 vehicle control method as described in any one of claims 1 to 9.

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