Parking control system and vehicle

Abstract

The utility model provides a parking control system and a vehicle. The parking control system comprises an integrated brake control system (IBC), an electronic parking controller (EPB), a vehicle control unit (VCU), calipers and an EPB switch. Wherein the VCU is connected with the IBC, and the IBC is connected with the calipers; the EPB switch is connected with the EPB, and the EPB is connected with the calipers; the VCU is used for transmitting a caliper control signal to the IBC; the IBC is used for receiving the caliper control signal transmitted by the VCU and controlling the caliper to execute a target action corresponding to the caliper control signal; the EPB switch is used for triggering a caliper control signal and transmitting the caliper control signal to the EPB; and the EPB is used for receiving the caliper control signal triggered by the EPB switch and controlling the caliper to execute a target action corresponding to the caliper control signal. The parking control system is provided with the master controller and the slave controller, the master controller and the slave controller respectively receive the caliper control signals through two different lines to control the calipers, and the reliability of the parking function is improved.

Description

Technical Field

[0001] The utility model relates to the field of vehicles, and more particularly to a parking control system and a vehicle in the field of vehicles. Background Art

[0002] At present, some domestic car models have cancelled the P gear lock, and the mechanism that can achieve parking is the Electric Parking Brake (EPB) system.

[0003] The electronic parking brake system includes a controller, a transmission device and a brake caliper. The process of parking based on the electronic parking brake system (EPB) is as follows: the controller receives the parking command sent by the driver through the transmission device. After receiving the parking command, the controller controls the caliper to clamp the vehicle to park. The existing electronic parking brake system is not reliable enough. Summary of the invention

[0004] The utility model provides a parking control system and a vehicle. The parking control system is provided with two controllers, an IBC and an EPB. The two controllers respectively receive caliper control signals through two different lines to control the caliper, thereby improving the reliability of the parking function and improving the vehicle-using experience of users.

[0005] In a first aspect, a parking control system is provided, which includes: an integrated brake control system IBC, an electronic parking controller EPB, a vehicle controller VCU, a caliper and an EPB switch; wherein the VCU is connected to the IBC, and the IBC is connected to the caliper; the EPB switch is connected to the EPB, and the EPB is connected to the caliper; the VCU is used to transmit a caliper control signal to the IBC; wherein the caliper control signal includes a caliper clamping signal and a caliper release signal; the IBC is used to receive the caliper control signal transmitted by the VCU, and control the caliper clamp to perform a target action corresponding to the caliper control signal; wherein the target action includes a caliper clamping action and a caliper releasing action; the EPB switch is used to trigger the caliper control signal and transmit the caliper control signal to the EPB; the EPB is used to receive the caliper control signal triggered by the EPB switch, and control the caliper to perform the target action corresponding to the caliper control signal.

[0006] In the above technical solution, two controllers, IBC and EPB, are set. IBC controls the caliper by receiving the caliper control signal from the VCU, and EPB controls the caliper by receiving the caliper control signal triggered by the EPB switch. The two controllers receive the caliper control signal through two different lines to control the caliper, thereby improving the reliability of the parking function and the user's car experience.

[0007] In combination with the first aspect, in some possible implementations, the parking control system also includes: an electronic control unit ECU, which is connected to the IBC; the ECU is used to transmit a caliper clamping signal to the IBC when it is determined that the vehicle has completed the automatic parking function; the IBC is also used to receive the caliper clamping signal transmitted by the ECU and control the caliper to perform the clamping action.

[0008] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the parking control system also includes: a gateway, which is connected to the ECU, VCU, IBC and EPB; a gateway, which is used to transmit the vehicle's operating information to the EPB; wherein the operating information is transmitted to the gateway by any one or more of the ECU, VCU, and IBC; and an EPB, which is specifically used to receive the caliper control signal triggered by the EPB switch and the operating information transmitted by the gateway, and to control the caliper to perform the target action corresponding to the caliper control signal.

[0009] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the ECU and the VCU are also connected to the IBC; the ECU and / or the VCU are also used to transmit operating information to the IBC; the IBC is specifically used to receive the caliper control signal and operating information, and control the caliper to perform the target action corresponding to the caliper control signal.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the IBC is also connected to the EPB; the IBC is also used to transmit the vehicle's operating information to the EPB; the EPB is specifically used to receive the caliper control signal triggered by the EPB switch and the operating information transmitted by the IBC, and control the caliper to perform the target action corresponding to the caliper control signal.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the EPB switch includes a virtual switch and / or a physical switch; when the EPB switch includes a virtual switch, the parking control system also includes a first CAN line, and the virtual switch is connected to the EPB through the first CAN line; the virtual switch is used to trigger the caliper control signal and transmit the caliper control signal to the EPB through the first CAN line; when the EPB switch includes a physical switch, the parking control system also includes a first hard line, and the physical switch is connected to the EPB through the first hard line; the physical switch is used to trigger the caliper control signal and transmit the caliper control signal to the EPB through the first hard line.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the caliper includes a left caliper and a right caliper, and the parking control system also includes: a second hard wire and a third hard wire; the second hard wire is used to connect the left caliper and the IBC; the third hard wire is used to connect the right caliper and the IBC; the IBC is specifically used to control the left caliper and the right caliper through the second hard wire and the third hard wire to perform the target action corresponding to the caliper control signal.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the parking control system also includes: a fourth hard wire and a fifth hard wire; the fourth hard wire is used to connect the left caliper and the EPB; the fifth hard wire is used to connect the right caliper and the EPB; the EPB is specifically used to control the left caliper and the right caliper through the fourth hard wire and the fifth hard wire to perform the target action corresponding to the caliper control signal.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the parking control system also includes: a first CAN line, a second CAN line and a third CAN line; the first CAN line and the second CAN line are public CAN communication lines, and the third CAN line is a private CAN communication line; the first CAN line is used to connect the gateway and the EPB; the second CAN line is used to connect the gateway, ECU, VCU and IBC; the third CAN line is used to connect the EPB and the IBC.

[0015] In summary, the parking control system provided by the utility model includes two completely different control links. The first control link is: the VCU or ECU sends a caliper control signal to the IBC, and the IBC controls the clamping or release of the left caliper through the second hard wire, and controls the clamping or release of the right caliper through the third hard wire. The second control link is: the virtual switch or physical switch sends a caliper control signal to the EPB, and the EPB controls the clamping or release of the left caliper through the fourth hard wire, and controls the clamping or release of the right caliper through the fifth hard wire. Two completely different control links can ensure that double-caliper parking can be completed when any component of the parking control system fails, thereby improving the flexibility and reliability of parking.

[0016] In a second aspect, a vehicle is provided, comprising a parking control system according to the first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the architecture of an electronic parking system in the prior art.

[0018] Figure 2 It is a schematic diagram of the architecture of a parking control system provided by an embodiment of the utility model.

[0019] Figure 3 It is a schematic diagram of the architecture of another parking control system provided by an embodiment of the utility model.

[0020] Figure 4 It is a schematic diagram of the architecture of another parking control system provided by an embodiment of the utility model. DETAILED DESCRIPTION

[0021] The following will be combined with the accompanying drawings to clearly and thoroughly describe the technical solution in the utility model. In the description of the embodiment of the utility model, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of the associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiment of the utility model, "multiple" means two or more than two.

[0022] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying 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 the features.

[0023] Figure 1 It is a schematic diagram of the architecture of an electronic parking system in the prior art.

[0024] For example, Figure 1 As shown, the system includes:

[0025] The brake signal trigger device 10, the transmission device 20, the controller 30 and the caliper 40, wherein the caliper 40 specifically includes: a first caliper 401 and a second caliper 402. The brake signal trigger device 10, the transmission device 20 and the controller 30 are connected in sequence, and the controller 30 is connected to the first caliper 401 and the second caliper 402.

[0026] The brake signal triggering device 10 may be an electronic parking brake button, namely an EPB (Electric Parking Brake) switch. The transmission device 20 may include a CAN line and a hard line.

[0027] In the prior art, when the driver presses the electronic parking brake button, an electrical signal is triggered and transmitted to the controller 30 through the signal transmission device 20. After receiving the signal, the controller 30 immediately determines the vehicle status and the driver's intention, confirms whether it is currently suitable to enable the parking brake, and controls the caliper to clamp to achieve parking when it is confirmed that it is currently suitable to enable the parking brake.

[0028] In the existing electronic parking brake system, vehicle parking is achieved based on only a single line, and the parking system is not reliable enough.

[0029] To solve the above problems, an embodiment of the utility model provides a parking control system, including a master controller and a slave controller. The master and slave controllers control the vehicle's calipers through two different lines to achieve vehicle parking, which can improve the reliability of the parking system and improve the user's car experience.

[0030] Figure 2 The schematic diagram of the structure of a parking control system provided by the embodiment of the utility model is shown in FIG. The parking brake system provided by the embodiment of the utility model is configured in a vehicle.

[0031] For example, Figure 2 As shown, the system 200 includes:

[0032] Vehicle control unit (VCU) VCU 101, integrated brake controller (IBC) IBC 102, EPB switch 103, independent electronic parking controller (Electrical Park Brake, EPB) EPB 104 and caliper 40.

[0033] The VCU 101 is connected to the IBC 102 , and the IBC 102 is connected to the caliper 40 ; the EPB switch 103 is connected to the EPB 104 , and the EPB 104 is connected to the caliper 40 .

[0034] The VCU 101 is used to monitor the gear position of the vehicle, the running state of the engine, the state of the throttle, etc., and thereby determine whether the vehicle triggers the caliper control signal, and when it is determined that the vehicle triggers the caliper control signal, the caliper control signal is sent to the IBC 102. The caliper control signal includes a caliper clamping signal and a caliper releasing signal.

[0035] IBC 102 serves as a main controller of the parking control system. IBC 102 is connected to VCU 101 and caliper 40 respectively. IBC 102 receives the caliper control signal sent by VCU 101, and controls the caliper 40 to perform a target action corresponding to the caliper control signal based on the caliper control signal; wherein the target action includes a clamping action and a releasing action.

[0036] Specifically, when the IBC 102 receives a caliper control signal including a caliper clamping signal, it controls the caliper to perform a clamping action, and when the IBC 102 receives a caliper control signal including a caliper releasing signal, it controls the caliper to perform a releasing action.

[0037] The caliper 40 is disposed near a tire of the vehicle and acts on a brake disc of the vehicle in a conventional disc brake system to decelerate or stop the wheel through friction.

[0038] Among them, the caliper control signal includes a caliper clamping signal or a caliper release signal, and the control of the caliper may include controlling the caliper clamping or controlling the caliper release. It should be understood that when the caliper control signal includes a caliper clamping signal, it indicates that parking is currently required. At this time, in order to prevent the vehicle from slipping or moving, the caliper needs to be clamped and the vehicle tires are prohibited from rotating. Therefore, the target action corresponding to the caliper clamping signal is the clamping action. When the parking control signal vehicle number includes a caliper release signal, it indicates that the vehicle is currently driving. In order to achieve the normal driving function of the vehicle, the caliper needs to be released at this time. Therefore, the target action corresponding to the caliper release signal is the release action.

[0039] Exemplarily, when the VCU detects that the gear position of the vehicle is switched from other gear positions to P gear, or the gear position of the vehicle is switched from P gear to other gear positions, the VCU detects that the vehicle triggers the caliper control signal. It is understandable that when the gear position of the vehicle is switched from other gear positions to P gear, it indicates that the user currently needs to park the vehicle, and at this time, the caliper needs to be clamped to control the parking of the vehicle to prevent the vehicle from slipping. Therefore, the caliper control signal triggered by the vehicle at this time includes a caliper clamping signal. Correspondingly, when the gear position of the vehicle is switched from P gear to other gear positions, it indicates that the user is currently driving the vehicle, and at this time, the caliper needs to be released to ensure the normal driving of the vehicle. Therefore, the caliper control signal triggered by the vehicle at this time includes a caliper release signal.

[0040] Exemplarily, when the VCU detects that the engine is turned off from a running state, or is started from a flameout state, the VCU detects that the vehicle triggers a caliper control signal. It is understandable that when the engine is turned off from a running state, it indicates that the user is no longer driving the vehicle and needs to stop the vehicle. At this time, the caliper needs to be clamped to control the vehicle to park and prevent the vehicle from slipping. Therefore, the caliper control signal triggered by the vehicle at this time includes a caliper clamping signal. Correspondingly, when the engine is started from a flameout state, it indicates that the user currently wants to drive the vehicle, and the caliper needs to be released to ensure the normal driving of the vehicle. Therefore, the caliper control signal triggered by the vehicle at this time includes a caliper release signal.

[0041] For example, when the VCU detects that the accelerator pedal of the vehicle is stepped on, the VCU detects that the vehicle triggers the caliper control signal. It is understandable that when the user steps on the accelerator, it indicates that the user currently wants to drive the vehicle, and the caliper needs to be released to ensure the normal driving of the vehicle. Therefore, the caliper control signal triggered by the vehicle at this time includes a caliper release signal.

[0042] In some embodiments, a P gear button and a P gear release button are provided in the vehicle, and the VCU is also used to monitor the status of the P gear button and the P gear release button. When the VCU detects that the P gear button is pressed, the VCU detects that the vehicle triggers a caliper control signal including a caliper clamping signal. When the VCU 101 detects that the P gear release button is pressed, the VCU detects that the vehicle triggers a caliper control signal including a caliper release signal.

[0043] The EPB switch 103 is used to implement the interaction between the user and the vehicle. When the user clicks or presses the EPB switch 103, the EPB switch 103 triggers the caliper control signal.

[0044] EPB 104 serves as a sub-controller of the parking control system. EPB 104 is connected to EPB switch 103 and caliper 40 respectively, and is used to receive the caliper control signal triggered by EPB switch 103, and control caliper 40 to perform the target action corresponding to the caliper control signal, namely, clamping action or releasing action, based on the caliper control signal.

[0045] As in the above embodiment, the caliper control signal includes a caliper clamping signal or a caliper releasing signal. The control of the caliper by the EPB may include controlling the caliper clamping or controlling the caliper releasing.

[0046] For example, when the driver completes the driving mileage and prepares to park, the driver clicks the EPB switch 104 , and the EPB switch 104 triggers a caliper control signal including a caliper clamping signal. The EPB controls the caliper 40 to clamp based on the caliper control signal.

[0047] In some embodiments, the link in which the IBC controls the caliper by receiving the caliper control signal from the VCU is called the master control link, and the link in which the EPB controls the caliper by receiving the caliper control signal triggered by the EPB switch is called the slave control link. When any component in the parking control system fails, the parking control system can determine the target component that has failed, and based on the target component, prompt the user to trigger the caliper control signal of another control link, so that the vehicle can control the caliper based on another link.

[0048] Specifically, the parking control system determines the control link where the failed target component is located, determines another link as the target control link, and generates information prompting the user to trigger the caliper control signal of the target control link.

[0049] Wherein, when the parking control system determines that the target component with the fault is the VCU or IBC, it determines that the control link where the target component with the fault is located is the main control link, and determines the slave control link as the target control link, and generates information prompting the user to trigger the caliper control signal of the slave control link, such as "Please click the EPB switch on the vehicle". When the parking control system determines that the target component with the fault is the EPB switch or EPB, it determines that the control link where the target component with the fault is located is the slave control link, and determines the main control link as the target control link, and generates information prompting the user to trigger the caliper control signal of the main control link, such as "Please click the P gear button or release the P gear button on the vehicle".

[0050] The parking control system of the embodiment of the utility model is provided with two controllers, IBC and EPB. IBC controls the caliper by receiving the caliper control signal from the VCU, and EPB controls the caliper by receiving the caliper control signal triggered by the EPB switch. The two controllers respectively receive the caliper control signal through two different links to control the caliper, thereby improving the reliability of the parking function.

[0051] In one possible implementation, the parking control system also includes: an electronic control unit ECU, which is connected to the IBC; the ECU is used to transmit a caliper clamping signal to the IBC when it is determined that the vehicle has completed the automatic parking function; the IBC is also used to receive the caliper clamping signal transmitted by the ECU and control the caliper to perform the clamping action.

[0052] like Figure 2 As shown, the parking control system 200 further includes an electronic control unit ECU 105 , and the ECU 105 is connected to the IBC 102 .

[0053] ECU 105 can monitor whether the vehicle is in a preset scenario including a parking function. When the electronic control unit monitors that the vehicle is in a preset scenario including a parking function, the electronic control unit monitors whether the preset scenario triggers a caliper control signal, and sends the caliper control signal to IBC 102 if the preset scenario triggers the caliper control signal.

[0054] In some embodiments, the preset scenario including the parking function may be, for example, an automatic parking scenario, in which the caliper clamping signal is automatically triggered when the vehicle completes parking. When the ECU detects that the vehicle is in the automatic parking scenario and determines that the vehicle completes the automatic parking function, the ECU determines that the vehicle triggers the caliper clamping signal, and at this time, the ECU sends the caliper clamping signal to the IBC.

[0055] It is understandable that, in the automatic parking scenario, when the vehicle completes the parking function, it can be determined that the user needs to park the vehicle next, and the caliper control signal triggered at this time includes a caliper clamping signal. The ECU 105 sends the caliper control signal including the caliper clamping signal to the IBC 102. The IBC 102 receives the caliper control signal and controls the caliper 40 to clamp based on the caliper control signal.

[0056] In one possible implementation, the parking control system also includes: a gateway, which is connected to the ECU, VCU, IBC and EPB; a gateway, which is used to transmit the vehicle's operating information to the EPB; wherein the operating information is transmitted to the gateway by any one or more of the ECU, VCU, and IBC; and an EPB, which is specifically used to receive the caliper control signal triggered by the EPB switch and the operating information transmitted by the gateway, and to control the caliper to perform the target action corresponding to the caliper control signal.

[0057] like Figure 2 As shown, the parking control system further includes a gateway 106, which is connected to the VCU 101, the IBC 102, the EPB 104, and the ECU 105, so that the VCU 101, the IBC 102, the EPB 104, and the ECU 105 can be interconnected above the network layer.

[0058] It is understandable that the caliper control signal includes a caliper release signal or a caliper clamping signal. When the EPB 104 receives the caliper control signal, it is necessary to control the caliper to clamp or release based on the caliper control signal. To ensure the safety of parking control, the EPB 104 needs to obtain the vehicle's operating information to determine whether the vehicle currently meets the caliper clamping condition or release condition. When it is determined that the vehicle currently meets the caliper clamping condition or release condition, the caliper is controlled to clamp or release based on the caliper control signal.

[0059] Specifically, VCU 101, IBC 102 and ECU 105 can all obtain vehicle operation information, such as Figure 2As shown, the parking control system also includes: a first CAN line CAN1 and a second CAN line CAN2, and the first CAN line and the second CAN line are public CAN communication lines. EPB 104 is connected to gateway 106 through the first CAN line CAN1, and VCU 101, IBC 102 and ECU 105 are connected to gateway 106 through the second CAN line CAN2. After receiving the caliper control signal, EPB 104 can send an operation information acquisition request to gateway 106 through the first CAN line CAN1, and gateway 106 obtains operation information from any one or more of VCU101, IBC 102 or ECU 105 through the second CAN line CAN2 according to the operation information acquisition request, and sends the acquired operation information to EPB 104 through the first CAN line CAN1. EPB 104 receives the operation information sent by gateway 106 through the first CAN line CAN1, and determines whether the vehicle currently meets the clamping condition or release condition of the caliper according to the operation information.

[0060] In one possible implementation, the IBC is also connected to the EPB; the IBC is also used to transmit the vehicle's operating information to the EPB; the EPB is specifically used to receive the caliper control signal triggered by the EPB switch and the operating information transmitted by the IBC, and control the caliper to perform the target action corresponding to the caliper control signal.

[0061] like Figure 2 As shown, the parking control system further includes a third CAN line CAN3, which is a private CAN communication line. The IBC 102 is also connected to the EPB 104 via the third CAN line CAN3.

[0062] As in the above embodiment, the IBC 102 can obtain the operation information of the vehicle, and the EPB 104 can also obtain the operation information in the IBC 102 through the third CAN line CAN3. Specifically, after receiving the caliper control signal, the EPB 104 can send an operation information acquisition request to the IBC 102 through the third CAN line CAN3, and after receiving the operation information acquisition request, the IBC 102 sends the operation information acquired by itself to the EPB 104 through the third CAN line CAN3.

[0063] In some embodiments, VCU 101 and ECU 105 can also obtain the operating information of the vehicle. VCU 101 and ECU 105 are connected to IBC 102 via the second CAN line CAN2. After receiving the request to obtain the operating information, IBC 102 can also obtain the operating information of the vehicle from VCU 101 and / or ECU 105 via the second CAN line CAN2, and then send the operating information to EPB 104 via the third CAN line CAN3.

[0064] Assume that the operation information received by EPB 104 includes: the vehicle speed and the opening of the brake pedal, the clamping condition of the caliper is that the vehicle speed is less than the preset speed, and the release condition of the caliper is that the vehicle speed is greater than the preset speed and / or the opening of the brake pedal is less than the first preset opening. When the caliper control signal includes a caliper clamping signal, EPB 104 determines that the vehicle currently meets the clamping condition of the caliper when it is determined that the vehicle speed is less than the preset speed (assuming the preset speed is 10 km / h), and then EPB 104 controls the caliper to perform the clamping action. When the caliper control signal includes a caliper release signal, EPB 104 determines that the vehicle currently meets the release condition of the caliper when it is determined that the vehicle speed is greater than the preset speed and / or the opening of the brake pedal is less than the first preset opening (assuming 10%), and then EPB 104 controls the caliper to perform the release action.

[0065] In one possible implementation, the ECU and VCU are also connected to the IBC; the ECU and / or VCU are also used to transmit operating information to the IBC; the IBC is specifically used to receive the caliper control signal and operating information, and control the caliper to perform the target action corresponding to the caliper control signal.

[0066] The caliper control signal received by the IBC may be sent by the VCU or the ECU, and the operation information received by the IBC may be sent by the VCU and / or the ECU.

[0067] It can be understood that when the caliper control signal received by the IBC also includes a caliper clamping signal or a caliper release signal, the IBC also needs to obtain the vehicle's operating information, and determine whether the vehicle currently meets the caliper's clamping conditions or release conditions based on the operating information. When it is determined that the vehicle meets the caliper's clamping conditions or release conditions, the IBC controls the caliper to clamp or release.

[0068] It can be seen from the above embodiments that VCU 101 and ECU 105 can obtain the operating information of the vehicle. VCU 101 and ECU 105 are connected to IBC 102 via the second CAN line CAN2. After IBC 102 receives the caliper control signal, it can obtain the operating information of the vehicle from VCU 101 and / or ECU 105 via the second CAN line CAN2.

[0069] The operation information may include any one or more combinations of information such as the current power-on state, the current state of the caliper, the current speed of the vehicle, the throttle opening, the brake pedal opening, etc. After the IBC obtains any one or more combinations of state information such as the current power-on state of the vehicle, the current state of the caliper, the current speed of the vehicle, the throttle opening, the brake pedal opening, etc., it can determine whether the vehicle currently meets the clamping condition or release condition of the caliper based on the state information.

[0070] In some embodiments, the IBC may obtain status information based on the request included in the caliper control signal. For example, when the received caliper control signal includes a caliper clamping signal, the IBC may obtain status information including at least the current speed of the vehicle, the throttle opening, and the brake pedal opening. The IBC then determines whether the vehicle currently meets the caliper clamping condition based on the current speed, throttle opening, brake pedal opening, and other status information of the vehicle. When it is determined that the clamping condition is met, the caliper is controlled to clamp.

[0071] Exemplarily, the clamping condition of the caliper may be to determine that the vehicle is currently to be parked. After receiving the caliper control signal including the caliper clamping signal, the IBC may obtain the vehicle's current speed, throttle opening, brake pedal opening and other status information to determine whether the vehicle is currently to be parked. The IBC may determine that the vehicle is currently to be parked when it is determined that the vehicle's current speed is less than a preset speed (assuming that the preset speed is 10 km / h) and the throttle opening is less than a second preset opening (assuming that the second preset opening is 5%), i.e., it is determined that the vehicle meets the caliper clamping condition. Alternatively, the IBC may determine that the vehicle is currently to be parked when it is determined that the vehicle's current speed is equal to or less than the preset speed, the throttle opening is less than the second preset opening, and the brake pedal opening is greater than a third preset opening (assuming that the third preset opening is 50%), i.e., it is determined that the vehicle meets the caliper clamping condition. After determining that the vehicle meets the caliper clamping condition, the main controller controls the caliper to clamp to achieve vehicle parking.

[0072] In some embodiments, the status information acquired by the IBC may further include the current status of the caliper, and the clamping condition of the caliper may further include: the caliper is currently in a released state.

[0073] When the received caliper control signal includes a caliper release signal, the IBC can obtain status information including at least the current power-on state of the vehicle, the throttle opening, and the brake pedal opening. Afterwards, the IBC determines whether the vehicle currently meets the caliper release condition based on the obtained status information such as the current power-on state of the vehicle, the throttle opening, and the brake pedal opening. When it is determined that the release condition is met, the caliper is controlled to be released.

[0074] Exemplarily, the release condition of the caliper may be: when it is determined that the vehicle is currently traveling, the IBC may obtain the vehicle's current power-on state, throttle opening, brake pedal opening and other state information after receiving the caliper control signal including the caliper clamping signal, and determine whether the vehicle is currently traveling. The IBC may determine that the vehicle is currently traveling when the vehicle is currently in the whole vehicle power-on state, the throttle opening is greater than or equal to the fourth preset opening (assuming 20%), and the brake pedal opening is less than or equal to the third preset opening (assuming 50%), that is, it is determined that the vehicle currently meets the release condition of the caliper. After determining that the vehicle meets the caliper release condition, the main control controls the caliper to release, so that the vehicle can travel normally.

[0075] In one possible implementation, the EPB switch includes a virtual switch and / or a physical switch; when the EPB switch includes a virtual switch, the parking control system also includes a first CAN line, and the virtual switch is connected to the EPB through the first CAN line; the virtual switch is used to trigger the caliper control signal and transmit the caliper control signal to the EPB through the first CAN line; when the EPB switch includes a physical switch, the parking control system also includes a first hard line, and the physical switch is connected to the EPB through the first hard line; the physical switch is used to trigger the caliper control signal and transmit the caliper control signal to the EPB through the first hard line.

[0076] Figure 3 It is a schematic diagram of the architecture of another parking control system provided by an embodiment of the utility model.

[0077] For example, Figure 3 As shown, the EPB switch 103 includes a virtual switch 1031 and / or a physical switch 1032. The virtual switch 1031 can be integrated on the vehicle's large screen to display the corresponding buttons for the driver to operate. The vehicle's onboard multimedia host (Head Unit, HUT) detects the virtual switch on the large screen of the vehicle, and the HUT uses the first CAN line (i.e. Figure 3 CAN1 in the vehicle is connected to EPB 104. When the driver clicks the virtual switch button on the large screen of the vehicle computer, the virtual switch 1031 triggers the caliper control signal. After the HUT detects that the virtual switch 1031 triggers the caliper control signal, the caliper control signal is sent to EPB 104 through CAN1. After receiving the caliper control signal, EPB 104 controls the caliper 40 based on the caliper control signal.

[0078] like Figure 3 As shown, the HUT is also connected to the gateway 106 via CAN1, and the gateway 106 and the HUT send interactive information via CAN1.

[0079] The physical switch 1032 may be a mechanical button integrated near the driver. Figure 3 The hard wire 301 shown is connected to the EPB 104 . When the driver clicks the mechanical button, the caliper control signal is triggered. The EPB 104 receives the caliper control signal triggered by the physical switch 1032 based on the hard wire 301 . At this time, the EPB 104 controls the caliper 40 based on the caliper control signal.

[0080] The caliper control signal includes a caliper clamping signal or a caliper release signal. In some embodiments, the virtual switch and the physical switch can trigger a caliper control signal including a caliper clamping signal when the driver clicks the virtual switch button or the physical switch button for a duration less than a first duration (assumed to be 1 second); and trigger a caliper control signal including a release request when the driver clicks the virtual switch button or the physical switch button for a duration greater than or equal to the first duration.

[0081] In some embodiments, when the caliper is in a released state, the virtual switch can be displayed on the large screen of the vehicle as a caliper clamping button, and when the driver clicks the caliper clamping button, a caliper control signal including a caliper clamping signal is triggered. When the caliper is in a clamped state, the virtual switch can be displayed on the large screen of the vehicle as a caliper release button, and when the driver clicks the caliper release button, a caliper control signal including a caliper release signal is triggered.

[0082] In some embodiments, the virtual switch may also be a caliper control signal triggered based on a voice keyword. Specifically, the HUT may collect the driver's voice, identify whether the collected voice includes keywords such as "caliper release" or "caliper clamp", and generate a caliper control signal including a caliper release signal when it is determined that the voice includes keywords such as "caliper release" for releasing the caliper. When it is determined that the voice includes keywords such as "caliper clamp" for clamping the caliper, a caliper control signal including a caliper clamping signal is generated.

[0083] In some embodiments, the IBC is connected to the first caliper via a master control hard line; the EPB is connected to the caliper via a slave control hard line; the IBC is specifically used to control the caliper via the master control hard line; the EPB is specifically used to control the caliper via the slave control hard line.

[0084] like Figure 2 , Figure 3 As shown, the IBC 102 is connected to the caliper 40 via the main control hard line 201, and the EPB 104 is connected to the caliper 40 via the slave control hard line 202. Specifically, the caliper 40 may include a caliper motor and a brake pad, and the caliper motor and the brake pad are connected via a mechanical structure. The IBC 102 is connected to the caliper motor via the main control hard line 201, and the EPB 104 is connected to the caliper motor via the slave control hard line 202.

[0085] IBC 102 is used to supply power to the caliper motor through the main control hard line based on the caliper control signal. The caliper motor rotates after power is supplied, and drives the screw or cable to pull the brake piston, thereby squeezing or releasing the brake pad to make it close to the brake disc, so as to achieve parking or normal driving of the vehicle. EPB 104 is used to supply power to the caliper motor through the slave control hard line based on the caliper control signal. The caliper motor rotates after power is supplied, and drives the screw or cable to pull the brake piston, thereby squeezing or releasing the brake pad to make it close to the brake disc, so as to achieve parking or normal driving of the vehicle.

[0086] based on Figure 3 In the parking control system shown, the target component where the fault occurs may also be any one of the first CAN line, the second CAN line, and the third CAN line. When the target component where the fault occurs is any one of the first CAN line, the second CAN line, and the third CAN line, it is necessary to determine whether the first caliper control signal currently triggered by the vehicle is valid based on the target component. When it is determined that the first caliper control signal is invalid, the second caliper control signal is triggered based on the target component, so that the vehicle controls the caliper based on the second caliper control signal.

[0087] Specifically, by judging whether the target component is a component that transmits the first caliper control signal in the parking control system, it is determined whether the first caliper control signal is valid. When it is determined that the target component is a component that transmits the first caliper control signal, it is determined that the first caliper control signal is invalid, and when it is determined that the target component is not a component that transmits the first caliper control signal in the control link, it is determined that the first caliper control signal is valid.

[0088] like Figure 3 As shown, in the main control link, VCU 101 and ECU 105 are connected to IBC 102 via the second CAN line CAN2. VCU 101 specifically sends a caliper control signal to IBC 102 via the second CAN line CAN2, and ECU 105 specifically sends a caliper clamping signal to IBC 102 via the second CAN line CAN2, that is, the second CAN line CAN2 is a component for transmitting the caliper control signal in the main control link. Virtual switch 1031 is connected to EPB 104 via the first CAN line CAN1, and virtual switch 1031 triggers the caliper control signal and transmits the caliper control signal to EPB 104 via the first CAN line CAN1, that is, the first CAN line CAN1 is a component for transmitting the caliper control signal in the slave control link.

[0089] Assuming that the first caliper control signal is sent by VCU 101 or ECU 105 in the main control link, when the target component is the second CAN line CAN2, since the second CAN line CAN2 is the component that transmits the first control signal, the first caliper control signal is determined to be invalid. Assuming that the first caliper control signal is triggered by the virtual switch 1031, when the target component is the first CAN line CAN1, since the first CAN line CAN1 is the component that transmits the first control signal, the first caliper control signal is determined to be invalid.

[0090] If it is determined that the first caliper control signal is invalid and the vehicle is currently unable to control the caliper based on the first caliper control signal, the second caliper control signal may be triggered so that the vehicle controls the caliper based on the second caliper control signal.

[0091] It is understandable that the parking control system includes two control links, a main control link and a slave control link. The first caliper control signal can be based on the main control link or the slave control link. When the first caliper control signal is invalid, the second caliper control signal can be triggered based on another link of the parking control system, so that the parking control system can control the vehicle parking based on the other control link.

[0092] Triggering the second caliper control signal can be automatically triggered by the vehicle. For example, if the first caliper control signal is based on the slave control link, when it is determined that the first caliper control signal is invalid, the vehicle automatically shuts down to trigger the second caliper control signal of the main control link, so that the main control link is based on the second caliper control signal.

[0093] In some embodiments, the second caliper control signal may also be triggered by a user based on a prompt message. For example, if the first caliper control signal is based on a slave control link, then when it is determined that the first caliper control signal is invalid, the first prompt message is determined so that the user can trigger the second caliper control signal based on the main control link based on the first prompt message. If the first caliper control signal is based on the main control link, then when it is determined that the first caliper control signal is invalid, the second prompt message is determined so that the user can trigger the second caliper control signal based on the slave control link based on the second prompt message.

[0094] Specifically, when it is determined that the target component is the first CAN line CAN1, it is determined that the slave control link cannot control the caliper based on the first caliper control signal, and based on this, the first prompt information prompting the user to trigger the parking control signal of the main control link is determined. The first prompt information can be specifically used to instruct the user to perform any one of the actions of "pressing the P gear button, pressing the ignition off button, pressing the P gear release button, and stepping on the accelerator pedal."

[0095] When it is determined that the target component is the second CAN line CAN2, it is determined that the main control link cannot control the caliper based on the first caliper control signal, and based on this, a second prompt message is determined to prompt the user to trigger the parking control signal from the control link. The second prompt message can specifically be used to instruct the user to perform any one of the actions of "pressing the virtual switch, the physical switch".

[0096] like Figure 3 As shown, the third CAN line CAN3 connects IBC 102 and EPB 104. After receiving the caliper control signal, EPB 104 sends an operation information acquisition request to IBC 102 through the third CAN line CAN3. IBC 102 receives the operation information acquisition request and sends the operation information to EPB 104 through the third CAN line CAN3. That is, the third CAN line CAN3 is not a component for transmitting the first caliper control signal. At this time, it is determined that the first caliper control signal is valid. However, when the third CAN line CAN3 fails, IBC 102 cannot send the operation information to EPB 104. At this time, EPB 104 can be controlled to send the operation information acquisition request to IBC 102 through the gateway 106, and IBC 102 sends the operation information to EPB 104 through the gateway 106.

[0097] In one possible implementation, the caliper includes a left caliper and a right caliper, and the parking control system also includes: a second hard wire and a third hard wire; the second hard wire is used to connect the left caliper and the IBC; the third hard wire is used to connect the right caliper and the IBC; the IBC is specifically used to control the left caliper and the right caliper through the second hard wire and the third hard wire to perform a target action corresponding to the caliper control signal.

[0098] It should be understood that the caliper is used for parking the vehicle. When the caliper includes two calipers, the two calipers can be respectively arranged on both sides of the rear wheels of the vehicle to control the braking of the rear wheels of the vehicle to achieve vehicle parking. Specifically, the caliper arranged at the left rear wheel of the vehicle is called the left caliper, and the caliper arranged at the right rear wheel of the vehicle is called the right caliper. The main control hard line specifically includes the second hard line and the third hard line.

[0099] Figure 4 It is a schematic diagram of the architecture of another parking control system provided by an embodiment of the utility model.

[0100] For example, Figure 4 As shown, the caliper 40 includes a left caliper 401 and a right caliper 402, a second hard wire, namely a hard wire 2011, and a third hard wire, namely a hard wire 2012. The IBC 102 is connected to the left caliper 401 through the hard wire 2011, and the IBC 102 is connected to the right caliper 402 through the hard wire 2012. The IBC 102 specifically controls the left caliper through the hard wire 2011, and controls the right caliper through the hard wire 2012.

[0101] In some embodiments, after receiving the caliper control signal, the IBC 102 may further detect the current status of the second hard wire and the third hard wire, and when it is determined that the current status of the second hard wire and the third hard wire is not faulty, the left caliper is controlled by the second hard wire, and the right caliper is controlled by the third hard wire. When it is detected that the second hard wire or the third hard wire is faulty, the corresponding caliper is controlled by the non-faulty hard wire to achieve parking, for example, when the second hard wire is faulty, the right caliper is controlled by the third hard wire.

[0102] The above parking control system of the embodiment of the utility model is provided with two calipers, and the IBC controls different calipers through two hard lines respectively. When the IBC controls the two calipers to clamp, the parking requirement of 30% slope can be achieved. When one caliper fails, the IBC can also achieve the parking requirement of 8% slope by controlling the other caliper, which further improves the reliability of the parking function.

[0103] In one possible implementation, the parking control system also includes: a fourth hard wire and a fifth hard wire, the fourth hard wire is used to connect the left caliper and EPB; the fifth hard wire is used to connect the right caliper and EPB; EPB is specifically used to control the left caliper and the right caliper through the fourth hard wire and the fifth hard wire to perform the target action corresponding to the caliper control signal.

[0104] When the caliper includes two calipers, a left caliper and a right caliper, the slave control hard line specifically includes a fourth hard line and a fifth hard line. Figure 4 As shown, the fourth hard wire is hard wire 2021 and the fifth hard wire is hard wire 2022. EPB 104 is connected to left caliper 401 through hard wire 2021, and EPB 104 is connected to right caliper 402 through hard wire 2022. EPB 104 specifically controls the left caliper through hard wire 2021 and controls the right caliper through hard wire 2022.

[0105] In some embodiments, after receiving the caliper control signal, the EPB may further detect the current status of the fourth hard wire and the fifth hard wire, and when it is determined that the current status of the fourth hard wire and the fifth hard wire is not faulty, the left caliper is controlled by the fourth hard wire, and the right caliper is controlled by the fifth hard wire. When it is detected that the fourth hard wire or the fifth hard wire is faulty, the corresponding caliper is controlled by the hard wire that is not faulty to achieve parking. For example, when it is detected that the fourth hard wire is faulty, the right caliper is controlled by the fifth hard wire.

[0106] The above-mentioned parking control system of the embodiment of the utility model is equipped with two calipers, and the EPB can also control different calipers through two hard lines respectively. When the EPB controls the two calipers to clamp, the parking requirement of 30% slope can be achieved. When one caliper fails, the EPB can also achieve the parking requirement of 8% slope by controlling the other caliper, further improving the reliability of the parking function.

[0107] In some embodiments, when the IBC detects that there is a fault in the second hard line or the third hard line, the IBC can also send a caliper control signal to the EPB through the third CAN line. The IBC can control the corresponding caliper through the normal second hard line or the third hard line based on the caliper control signal, and the EPB can also control another caliper based on the caliper control signal.

[0108] For example, if the IBC detects that the second hard line is faulty, the IBC cannot control the left caliper through the second hard line. At this time, the IBC sends the caliper control signal to the EPB through the third CAN line, the IBC controls the right caliper through the third hard line, and the EPB controls the left caliper through the fourth hard line.

[0109] It is understandable that when the EPB detects that the fourth hard line or the fifth hard line is faulty, the EPB can also send a caliper control signal to the IBC through the third CAN line, so that the IBC and the EPB jointly control the left caliper and the right caliper based on the caliper control signal. The specific process is as described in the above embodiment and will not be repeated here. The EPB and the IBC jointly control the left caliper and the right caliper based on the caliper control signal, which can ensure that the parking control system can meet the parking requirements of the vehicle at a 30% slope under any circumstances, thereby improving the reliability of vehicle parking.

[0110] In some embodiments, the system further comprises a fourth CAN line, the fourth CAN line being used to connect the gateway and the VCU, such as Figure 4 As shown, the fourth CNA line, namely CAN4, connects the VCU 101 and the gateway 106 and is used for information exchange between the gateway 106 and the VCU 101.

[0111] In summary, the parking control system provided by the utility model includes two completely different control links. The first control link is: VCU or ECU sends a caliper control signal to IBC, and IBC controls the clamping or release of the left caliper through the second hard wire, and controls the clamping or release of the right caliper through the third hard wire. The second control link is a virtual switch or a physical switch that sends a caliper control signal to EPB, and EPB controls the clamping or release of the left caliper through the fourth hard wire, and controls the clamping or release of the right caliper through the fifth hard wire. Two completely different control links can ensure that double-caliper parking can be completed when any component of the parking control system fails, thereby improving the flexibility and reliability of parking.

[0112] The vehicle provided in this embodiment includes the above-mentioned parking control system, so the same effect as using the above-mentioned parking control system can be achieved.

[0113] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the system can be divided into different functional modules to complete all or part of the functions described above.

[0114] In the embodiments provided by the present utility model, it should be understood that the disclosed systems and vehicles can be implemented in other ways. For example, the system embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0115] The above contents are only specific implementation methods of the utility model, but the protection scope of the utility model is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the utility model, which should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.

Claims

1. A parking control system, characterized in that: The parking control system includes: an integrated brake control system IBC, an electronic parking controller EPB, a vehicle controller VCU, a caliper and an EPB switch; Wherein, the VCU is connected to the IBC, and the IBC is connected to the caliper; the EPB switch is connected to the EPB, and the EPB is connected to the caliper; The VCU is used to transmit a caliper control signal to the IBC; wherein the caliper control signal includes a caliper clamping signal and a caliper releasing signal; The IBC is used to receive the caliper control signal transmitted by the VCU, and control the caliper to perform a target action corresponding to the caliper control signal; wherein the target action includes a clamping action and a releasing action; The EPB switch is used to trigger the caliper control signal and transmit the caliper control signal to the EPB; The EPB is used to receive the caliper control signal triggered by the EPB switch, and control the caliper to perform a target action corresponding to the caliper control signal.

2. The parking control system according to claim 1, characterized in that: The parking control system further comprises: an electronic control unit ECU, wherein the ECU is connected to the IBC; The ECU is used to transmit a caliper clamping signal to the IBC when determining that the vehicle completes the automatic parking function; The IBC is also used to receive the caliper clamping signal transmitted by the ECU and control the caliper to perform a clamping action.

3. The parking control system according to claim 2, characterized in that: The parking control system further includes: a gateway connected to the ECU, the VCU, the IBC and the EPB; The gateway is used to transmit the operation information of the vehicle to the EPB; wherein the operation information is transmitted to the gateway by any one or more of the ECU, the VCU, and the IBC; The EPB is specifically used to receive the caliper control signal triggered by the EPB switch and the operation information transmitted by the gateway, and control the caliper to perform a target action corresponding to the caliper control signal.

4. The parking control system according to claim 3, characterized in that: The ECU and the VCU are also connected to the IBC; The ECU and / or the VCU are further configured to transmit the operation information to the IBC; The IBC is specifically used to receive the caliper control signal and the operation information, and control the caliper to perform a target action corresponding to the caliper control signal.

5. The parking control system according to claim 2, characterized in that: The IBC is also connected to the EPB; The IBC is also used to transmit vehicle operation information to the EPB; The EPB is specifically used to receive the caliper control signal triggered by the EPB switch and the operation information transmitted by the IBC, and control the caliper to perform a target action corresponding to the caliper control signal.

6. The parking control system according to any one of claims 1 to 5, characterized in that: The EPB switch includes a virtual switch and / or a physical switch; When the EPB switch includes the virtual switch, the parking control system further includes a first CAN line, and the virtual switch is connected to the EPB via the first CAN line; The virtual switch is used to trigger the caliper control signal and transmit the caliper control signal to the EPB through the first CAN line; When the EPB switch comprises a physical switch, the parking control system further comprises a first hard line, and the physical switch is connected to the EPB via the first hard line; The physical switch is used to trigger the caliper control signal and transmit the caliper control signal to the EPB through the first hard line.

7. The parking control system according to any one of claims 1 to 5, characterized in that: The caliper includes a left caliper and a right caliper, and the parking control system further includes: a second hard line and a third hard line; The second hard wire is used to connect the left caliper and the IBC; The third hard wire is used to connect the right caliper and the IBC; The IBC is specifically used to control the left caliper and the right caliper to perform a target action corresponding to the caliper control signal through the second hard wire and the third hard wire.

8. The parking control system according to claim 7, characterized in that: The parking control system further includes: a fourth hard line and a fifth hard line; The fourth hard wire is used to connect the left caliper and the EPB; The fifth hard wire is used to connect the right caliper and the EPB; The EPB is specifically used to control the left caliper and the right caliper to perform a target action corresponding to the caliper control signal through the fourth hard line and the fifth hard line.

9. The parking control system according to claim 4, characterized in that: The parking control system further includes: a first CAN line, a second CAN line and a third CAN line; the first CAN line and the second CAN line are public CAN communication lines, and the third CAN line is a private CAN communication line; The first CAN line is used to connect the gateway and the EPB; The second CAN line is used to connect the gateway, the ECU, the VCU and the IBC; The third CAN line is used to connect the EPB and the IBC.

10. A vehicle, characterized in that: The vehicle includes the parking control system according to any one of claims 1 to 9 above.

Images