Vehicle control system, control method and vehicle

Abstract

A vehicle control system, comprising an information acquisition unit, an execution unit and a control unit. The control unit is used for receiving driving scenario information sent by the information acquisition unit so as to determine a vehicle driving scenario and controlling the corresponding execution unit to start execution, so as to integrate an EPB system, a gear shift system and a brake hydraulic system into the same control unit, such that the same control unit can simultaneously control the EPB system, the gear shift system and the brake hydraulic system. The system solves the problem in the prior art that triggering conditions, control logic and operation mechanisms of EPB systems, gear shift systems and brake hydraulic systems are inconsistent with each other because controllers of said systems are independent of each other. Further disclosed are a control method and a vehicle.

Description

Vehicle control system, control method and vehicle

[0001] This application claims priority to Chinese patent application No. 202310936479.9, filed on July 26, 2023, with the invention name “Vehicle Control System, Control Method and Vehicle”. The entire contents of the above Chinese patent application are incorporated into this application by reference. Technical Field

[0002] The present invention relates to the field of vehicle technology, and in particular to a vehicle control system, a control method and a vehicle. Background Art

[0003] Currently, the EPB, gear shift, and brake hydraulic systems within a vehicle's control system are typically implemented by different vendors or controllers. These vendors or controllers exchange information via CAN signals, then implement their own triggering logic to control their respective systems or handle faults. Due to the independent control of each system, or due to technical confidentiality, vendors cannot share their technology, resulting in inconsistent identification of function trigger conditions, differences in signal processing, and the selection of thresholds. For example, the EPB and gear shift systems use different algorithms to determine vehicle dynamic and static conditions. Another example is that the EPB and gear shift systems use different criteria for determining parking function activation: the EPB system activates the parking function based on a pedal state signal, while the gear shift system activates the function based on a pedal travel signal. Furthermore, the controllers for the EPB, gear shift, and brake hydraulic systems exchange data via CAN. This can lead to issues such as disabling various functions or displaying errors due to different timings of operation among the various systems that should be coupled in the same driving scenario. Some function requests need to go from the EPB system to the gear system, and then the EPB system performs relevant actions according to the status of the gear system. At this time, the gear system or the EPB system may be called by other functions, resulting in various function disabling or display errors due to timing problems between the EPB system and the gear system.

[0004] In addition, most electric vehicles currently use the EPB system instead of the P-gear locking mechanism to achieve the P-gear parking function. However, due to the limitations of the EPB system's mechanical structure, the EPB caliper system takes a long time to switch from the release state to the clamping state. This leads to two phenomena. One is that after the vehicle's gear enters the P gear, it must wait for the EPB system to complete the clamping action before the P gear is displayed. The user waits for a long time, which reduces the user's driving experience. The other is that after the vehicle's gear enters the P gear, the P gear is displayed in advance, and then the EPB system performs the clamping action. This causes the user to release the pedal immediately after the P gear is displayed, which poses a certain risk of sliding down the slope.

[0005] Accordingly, this field requires a new technical solution to solve the above problems.

[0006] Summary of the Invention

[0007] In order to solve at least one of the above-mentioned problems in the prior art, namely, to solve the problem in the prior art that the EPB system, the gear system, and the brake hydraulic system are independent of each other, resulting in inconsistent triggering conditions, control logic, and operation mechanisms of each system, thereby solving the problem that the timing differences between the systems cause functional limitations or false alarms, the present application provides a vehicle control system, characterized in that the vehicle control system includes:

[0008] An information collection unit, wherein the information collection unit is configured to collect various driving scene information of the vehicle;

[0009] An execution unit, the execution unit including an EPB system, a gear system and a brake hydraulic system; the EPB system including an EPB caliper, the gear system including a gear actuator, and the brake hydraulic system including a hydraulic actuator;

[0010] A control unit is configured to receive the driving scene information sent by the information acquisition unit to determine the driving scene of the vehicle, and control the EPB system, the gear system and the brake hydraulic system in the execution unit to perform corresponding operations according to the driving scene of the vehicle.

[0011] In the above preferred technical solution of the vehicle control system, the information collection unit includes a static parking scene information collection unit for collecting static parking scene information; and

[0012] An N-gear coasting scene information collecting unit for collecting N-gear coasting scene information; and

[0013] A D-gear or R-gear starting scene information collection unit for collecting D-gear or R-gear starting scene information; and

[0014] A temporary parking scene information collection unit for collecting temporary parking scene information.

[0015] In the above-mentioned preferred technical solution of the vehicle control system, the static parking scene information acquisition unit includes a driver presence information acquisition unit that acquires a driver presence signal, and / or a gear position acquisition unit that acquires a gear position signal.

[0016] In the above-mentioned preferred technical solution of the vehicle control system, the N gear coasting scene information acquisition unit includes a gear acquisition unit for acquiring gear signals and a wheel speed acquisition unit for acquiring wheel speed signals.

[0017] In the above-mentioned preferred technical solution of the vehicle control system, the D gear or R gear starting scene information acquisition unit includes a gear acquisition unit for acquiring gear signals and a wheel speed acquisition unit for acquiring wheel speed signals.

[0018] In the above preferred technical solution of the vehicle control system, the temporary parking scene information acquisition unit includes a gear acquisition unit for acquiring a gear signal; and

[0019] A parking acquisition unit that acquires parking information or a brake pedal opening acquisition unit that acquires brake pedal signals.

[0020] In the technical solution of the above-mentioned preferred vehicle control system, the information collection unit also includes one or more of a slope collection unit for collecting road slope, a trailer information collection unit for collecting trailer information, a height collection unit for collecting vehicle height, a clamping force collection unit for collecting EPB caliper clamping force, a hydraulic pressure collection unit for collecting hydraulic pressure of the hydraulic actuator, an execution information collection unit for collecting execution signals of the hydraulic actuator, a driving torque collection unit for collecting driving torque, and an accelerator pedal opening collection unit for collecting accelerator pedal signals.

[0021] In the above-mentioned preferred technical solution of the vehicle control system, the brake hydraulic system further includes an automatic execution unit.

[0022] In the technical solution of the above-mentioned preferred vehicle control system, the vehicle control system also includes a display unit, which is configured to display the driving scene information received by the control unit and the status of the EPB system, the gear system and the brake hydraulic system in the execution unit on the display screen of the display unit.

[0023] Those skilled in the art will appreciate that the vehicle control system of the present application includes an information collection unit, an execution unit, and a control unit, wherein the information collection unit is configured to collect various driving scene information of the vehicle, the execution unit includes an EPB system, a gear system, and a brake hydraulic system, and the control unit is used to receive the driving scene information sent by the information collection unit to determine the vehicle's driving scene, and control the corresponding execution unit to start execution, thereby integrating the EPB system, the gear system, and the brake hydraulic system into the same control unit, so that the same control unit can simultaneously control the EPB system, the gear system, and the brake hydraulic system, solving the problem in the prior art that the EPB system, the gear system, and the brake hydraulic system are independent of each other, resulting in inconsistent triggering conditions, control logic, and operation mechanisms of each system, resulting in functional limitations or false alarms due to different timings between the systems.

[0024] The present invention further provides a vehicle control method for controlling the vehicle control system described in any of the above preferred technical solutions, the vehicle control method comprising:

[0025] Obtain vehicle driving scene information;

[0026] Determining a driving scene of the vehicle according to the driving scene information;

[0027] Based on the driving scenario of the vehicle, the corresponding system in the control execution unit performs corresponding operations.

[0028] In the technical solution of the above preferred vehicle control solution, the step of “determining the driving scene of the vehicle according to the driving scene information” specifically includes:

[0029] When driver absence information or shift request information for entering the P gear is obtained, it is determined that the driving scene of the vehicle is a static parking scene.

[0030] In the technical solution of the above preferred vehicle control solution, the step of “controlling the execution unit to perform corresponding operations based on the driving scenario of the vehicle” specifically includes:

[0031] When the driving scene of the vehicle is a static parking scene, obtaining current slope information of the road on which the vehicle is located and / or trailer information of the vehicle;

[0032] determining a target clamping force and a target hydraulic pressure of the vehicle according to the slope information and / or the trailer information;

[0033] Control the gear position to enter P gear, and at the same time control the hydraulic actuator to actively build and maintain pressure according to the target hydraulic pressure, and the EPB caliper to perform clamping action according to the target clamping force;

[0034] When the EPB caliper is in a clamped state, the hydraulic actuator is controlled to perform pressure relief.

[0035] In the technical solution of the above preferred vehicle control solution, the step of “determining the target clamping force of the vehicle according to the slope information and / or the trailer information” specifically includes:

[0036] determining a required clamping force and a target hydraulic pressure of the vehicle according to the slope information and / or the trailer information;

[0037] determining an actual clamping force of the vehicle based on a target hydraulic pressure of the vehicle;

[0038] Compare the required clamping force with the actual clamping force;

[0039] When the required clamping force is equal to the actual clamping force, determining the target clamping force of the vehicle as the required clamping force;

[0040] When the required clamping force is greater than the actual clamping force, the target clamping force of the vehicle is determined to be the actual clamping force.

[0041] In the technical solution of the above preferred vehicle control solution, the step of “determining the driving scene of the vehicle according to the driving scene information” specifically includes:

[0042] When a shift request to enter the N gear is obtained, the wheel speed information is obtained;

[0043] When the wheel speed is not 0, it is determined that the operating scenario of the vehicle is the N gear coasting scenario.

[0044] In the technical solution of the above preferred vehicle control solution, the step of “controlling the execution unit to perform corresponding operations based on the driving scenario of the vehicle” specifically includes:

[0045] When the driving scenario of the vehicle is a coasting scenario in N gear, the current hydraulic pressure of the hydraulic actuator and the current clamping force of the EPB caliper are obtained;

[0046] Determine whether the current hydraulic pressure is greater than or equal to the hydraulic pressure threshold and whether the current clamping force is greater than or equal to the clamping force threshold;

[0047] If the current hydraulic pressure is greater than or equal to the hydraulic pressure threshold, and / or the current clamping force is greater than or equal to the first clamping force threshold, the gear is controlled to enter the N gear, and the hydraulic actuator is controlled to release pressure until the current hydraulic pressure is less than or equal to the hydraulic pressure threshold and / or the EPB caliper releases the clamping force until the current clamping force is less than or equal to the clamping force threshold;

[0048] If the current hydraulic pressure is less than the hydraulic pressure threshold and the current clamping force is less than the clamping force threshold, the gear is controlled to enter the N gear.

[0049] In the technical solution of the above preferred vehicle control solution, the step of “determining the driving scene of the vehicle according to the driving scene information” specifically includes:

[0050] When a shift request information for shifting into the D gear or the R gear is obtained, the current wheel speed information of the vehicle is obtained;

[0051] Compare the current wheel speed with the preset wheel speed;

[0052] If the current wheel speed is less than or equal to the preset wheel speed, it is determined that the vehicle's operating scenario is a D gear or R gear starting scenario.

[0053] In the technical solution of the above preferred vehicle control solution, the step of “controlling the execution unit to perform corresponding operations based on the driving scenario of the vehicle” specifically includes:

[0054] When the driving scenario of the vehicle is a D gear or R gear starting scenario, obtaining current slope information of the road on which the vehicle is located;

[0055] Compare the current slope with the preset slope;

[0056] If the current slope is less than or equal to the preset slope, obtaining the current clamping state of the EPB caliper;

[0057] determining whether the EPB caliper is in a released state;

[0058] When the EPB caliper is in the released state, the gear is controlled to enter the D gear or the R gear;

[0059] When the EPB caliper is in a clamping state, the gear is controlled to enter the D gear or the R gear, and the EPB caliper is controlled to release the clamping force.

[0060] In the technical solution of the above preferred vehicle control solution, the vehicle control method further includes:

[0061] If the current slope is greater than the preset slope, determining that the vehicle is on a slope, and obtaining the height of the vehicle at the current moment and the previous moment;

[0062] Compare the current vehicle height with the previous vehicle height;

[0063] If the vehicle height at the current moment is greater than the vehicle height at the previous moment, it is determined that the vehicle is in D gear going uphill with the nose facing up or in R gear going uphill with the nose facing down;

[0064] Determine whether the EPB caliper is in a clamped state

[0065] When the EPB caliper is in a clamping state, the gear is controlled to enter the D gear or the R gear, and the hydraulic actuator is controlled to build pressure and maintain pressure for a first preset time, and the EPB caliper is controlled to release the clamping force;

[0066] When the EPB caliper is in a released state, the gear is controlled to enter the D gear or the R gear, and the hydraulic actuator is controlled to perform active pressure building and maintain the pressure within a first preset time.

[0067] In the technical solution of the above preferred vehicle control solution, after the step of "controlling the hydraulic actuator to actively build pressure and maintain pressure within the first preset time", the following steps are further included:

[0068] Get the holding time;

[0069] Comparing the holding time with the first preset time;

[0070] When the pressure holding time is greater than a first preset time, controlling the hydraulic actuator to release pressure; or

[0071] Obtaining current slope information of the road on which the vehicle is located and / or trailer information of the vehicle;

[0072] determining a driving torque threshold required for the vehicle according to the slope information and / or the trailer information;

[0073] Get the accelerator pedal opening and the vehicle's current driving torque;

[0074] comparing the opening of the accelerator pedal with the opening threshold value and the driving torque threshold value with the current driving torque;

[0075] When the opening of the accelerator pedal is greater than an opening threshold value and the current driving torque is greater than a driving torque threshold value, the hydraulic actuator is controlled to perform pressure relief.

[0076] In the technical solution of the above preferred vehicle control solution, the vehicle control method further includes:

[0077] When the vehicle is in D gear downhill with the front of the vehicle facing downward or in R gear downhill with the front of the vehicle facing upward, obtaining the current clamping state of the EPB caliper;

[0078] When the EPB caliper is in a clamping state, the gear is controlled to enter D gear or R gear, and the EPB caliper is controlled to release the clamping force;

[0079] When the EPB caliper is in a released state, the gear is directly controlled to enter the D gear or the R gear.

[0080] In the technical solution of the above preferred vehicle control solution, the step of "controlling the execution unit to perform corresponding operations according to the vehicle operation scenario" specifically includes:

[0081] Obtaining gear information of the vehicle;

[0082] When the gear position of the vehicle is in the D gear or the R gear, obtaining parking information of the vehicle;

[0083] When a parking request of the vehicle is obtained, it is determined that the operation scenario of the vehicle is a temporary parking scenario.

[0084] In the technical solution of the above preferred vehicle control solution, the step of “controlling the execution unit to perform corresponding operations based on the driving scenario of the vehicle” specifically includes:

[0085] When the vehicle's operating scenario is a temporary parking scenario, the gear is controlled to remain in D gear or R gear, and the hydraulic actuator is controlled to build pressure and maintain pressure during the time the vehicle is in the temporary parking scenario.

[0086] In the technical solution of the above preferred vehicle control solution, after the step of "controlling the gear to remain in the D gear or the R gear, and controlling the hydraulic actuator to build pressure and maintain pressure during the time when the vehicle is in the temporary parking scenario", the following steps are further included:

[0087] Obtain the opening degree of the accelerator pedal and / or brake pedal at the current moment and the previous moment;

[0088] Calculating a first difference between the opening degree of the accelerator pedal at a current moment and the opening degree at a previous moment, and a second difference between the opening degree of the brake pedal at a current moment and the opening degree at a previous moment;

[0089] When the first difference is greater than a first difference threshold and the second difference is greater than a second difference threshold, the gear is controlled to be maintained at the D gear or the R gear, and the hydraulic actuator is controlled to perform pressure relief.

[0090] In the technical solution of the above preferred vehicle control solution, the step of “controlling the execution unit to perform corresponding operations based on the driving scenario of the vehicle” further includes:

[0091] When the driver is not in place information or the hydraulic execution system fails information is obtained, the gear is controlled to enter the P gear, and the EPB caliper is controlled to clamp and the hydraulic actuator is controlled to perform a pressure relief action.

[0092] In the technical solution of the preferred vehicle control solution, after the step of "maintaining pressure during the time when the vehicle is in a temporary parking scene", the following steps are included:

[0093] Get the holding time;

[0094] Comparing the holding time with a second preset time;

[0095] When the pressure holding time is greater than the second preset time, the gear is controlled to enter the P gear, and at the same time, the EPB caliper is controlled to clamp and the hydraulic actuator is controlled to perform a pressure relief action.

[0096] Those skilled in the art will understand that the vehicle control method of the present application is used to control a vehicle control system, and the control method includes obtaining driving scene information of the vehicle; determining the driving scene of the vehicle based on the driving scene information; and controlling the execution unit to perform corresponding operations based on the driving scene of the vehicle, so that the control system can control the corresponding execution unit to start execution according to the driving scene of the vehicle, reducing the complexity of the control strategy of the original EPB system, gear system and brake hydraulic system due to the independence of the control system, reducing the possibility of errors in the complex system, and solving the problem in the prior art that the triggering conditions, control logic and operation mechanism of the EPB system, gear system and brake hydraulic system are inconsistent due to the independence of the phase controllers, resulting in functional limitations or false alarms due to different timing between the systems.

[0097] The present invention also provides a vehicle, comprising the control system described in any of the above preferred technical solutions. BRIEF DESCRIPTION OF THE DRAWINGS

[0098] The battery charging method of the battery swap station of the present application is described below with reference to the accompanying drawings.

[0099] FIG1 is a flow chart of a vehicle control method of the present application;

[0100] FIG2 is a logic diagram of a possible implementation of a vehicle control method of the present application when the vehicle is in a static parking scenario;

[0101] FIG3 is a logic diagram of a possible implementation of a vehicle control method of the present application when the vehicle is in N gear coasting scenario;

[0102] FIG4 is a logic diagram of a possible implementation of a vehicle control method of the present application when the vehicle is in a D gear starting scenario;

[0103] FIG5 is a logic diagram of a possible implementation of the vehicle control method of the present application when the vehicle is in a temporary parking scenario. DETAILED DESCRIPTION

[0104] The preferred embodiments of the present application are described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are only used to explain the technical principles of the present application and are not intended to limit the scope of protection of the present application. For example, although this embodiment is introduced in conjunction with a battery swap station, this is not intended to limit the scope of protection of the present application. Without departing from the principles of the present application, those skilled in the art can apply the present application to other application scenarios as long as the battery can be charged. For example, charging piles, etc.

[0105] First, the vehicle control system of the present application is introduced.

[0106] The vehicle control system of the present application includes an information collection unit, an execution unit, and a control unit. The information collection unit is configured to collect various driving scenario information of the vehicle. The execution unit includes an EPB system, a gear system, and a brake hydraulic system. The EPB system includes an EPB caliper, the gear system includes a gear actuator, and the brake hydraulic system includes a hydraulic actuator. The control unit is configured to receive driving scenario information sent by the information collection unit, determine the vehicle's driving scenario, and control the corresponding execution unit to initiate execution.

[0107] The present application integrates the EPB system, gear system and brake hydraulic system into the same control unit, so that the same control unit can simultaneously control the EPB system, gear system and brake hydraulic system, thereby solving the problem in the prior art that the EPB system, gear system and brake hydraulic system have independent phase controllers, resulting in inconsistent triggering conditions, control logic and operation mechanisms of each system, resulting in functional limitations or false alarms due to different timings between the systems.

[0108] In one embodiment, the information collection unit includes a static parking scene information collection unit for collecting static parking scene information; and

[0109] An N-gear coasting scene information collecting unit for collecting N-gear coasting scene information; and

[0110] A D-gear or R-gear starting scene information collection unit for collecting D-gear or R-gear starting scene information; and

[0111] A temporary parking scene information collection unit for collecting temporary parking scene information.

[0112] In other preferred embodiments, the static parking scene information collection unit includes a driver presence information collection unit that collects a driver presence signal and / or a gear position collection unit that collects a gear position signal. The driver presence information collection unit and the gear position collection unit can be used to determine whether the vehicle's driving scene is a static parking scene. The driver presence information collection unit can be a camera that collects driver image information, and / or a seatbelt information collection unit that collects the driver's seatbelt signal, and / or a pressure sensor installed on the driver's seat. The gear position collection unit can be a gear position operation button and / or a gear position input operation interface.

[0113] In other preferred embodiments, the N gear coasting scene information collection unit includes a gear position collection unit for collecting gear position signals and a wheel speed collection unit for collecting wheel speed signals. The gear position collection unit and the wheel speed collection unit can be used to determine whether the vehicle's driving scene is the N gear coasting scene. The gear position collection unit can be a gear position operation button and / or a gear position input operation interface. The wheel speed collection unit can be a wheel speed sensor installed on the wheel.

[0114] In other preferred embodiments, the D or R gear start scenario information collection unit includes a gear position collection unit for collecting gear position signals and a wheel speed collection unit for collecting wheel speed signals. The gear position collection unit and the wheel speed collection unit can be used to determine whether the vehicle's driving scenario is the D or R gear start scenario information. The gear position collection unit can be a gear position operation button and / or a gear position input operation interface. The wheel speed collection unit can be a wheel speed sensor mounted on the wheel.

[0115] In other preferred embodiments, the temporary parking scene information acquisition unit includes a gear acquisition unit that acquires gear signals; and a parking acquisition unit that acquires parking information and / or a brake pedal opening acquisition unit that acquires brake pedal signals. The gear acquisition unit and the parking acquisition unit and / or the brake pedal opening acquisition unit can be used to determine whether the vehicle's driving scene is a temporary parking scene. The gear acquisition unit can be a gear operation button and / or a gear input operation interface. The parking acquisition unit can be a parking function button for the vehicle. The brake pedal opening acquisition unit can be an opening sensor installed on the brake pedal.

[0116] In other embodiments, the information collection unit further includes one or more of a slope collection unit for collecting road slope, a trailer information collection unit for collecting trailer information, a height collection unit for collecting vehicle height, a clamping force collection unit for collecting the clamping force of the EPB caliper, a hydraulic pressure collection unit for collecting the hydraulic pressure of the hydraulic actuator, an execution information collection unit for collecting the execution signal of the hydraulic actuator, a driving torque collection unit for collecting the driving torque, and an accelerator pedal opening collection unit for collecting the accelerator pedal signal. Specifically, the slope collection unit may be an angle sensor mounted on the vehicle chassis, capable of collecting the angle of the slope on which the vehicle is located. The trailer information collection unit may be a trailer sensor mounted at the vehicle's towing point, capable of collecting trailer information. The height collection unit may be a height sensor mounted on the vehicle, capable of collecting the vehicle's height. The clamping force collection unit may be a pressure sensor mounted on the EPB caliper, capable of collecting the clamping force of the EPB clamp. The hydraulic pressure collection unit may be a hydraulic pressure sensor mounted on the hydraulic actuator, capable of collecting the hydraulic pressure of the hydraulic actuator. The accelerator pedal opening acquisition unit may be an opening sensor installed on the accelerator pedal, which can acquire the accelerator pedal opening information. The driving torque acquisition unit may be a torque sensor installed in the steering gear, which can acquire the vehicle's driving torque through the torque sensor.

[0117] In one embodiment, the brake hydraulic system further includes an automatic execution unit (BCU), which is a Brake Control Unit (BCU) that can enable the hydraulic actuator to actively build pressure, maintain pressure, and release pressure.

[0118] In one embodiment, the vehicle control system further includes a display unit, which is configured to display the driving scene information received by the control unit and the status of the EPB system, the gear system and the brake hydraulic system in the execution unit on a display screen of the display unit, so that the user can understand the vehicle operation status in a timely manner.

[0119] Next, the vehicle control method of the present application is introduced in conjunction with Figures 1-5. Figure 1 is a flow chart of the vehicle control method of the present application. Figure 2 is a logic diagram of a possible implementation method of the vehicle control method of the present application when the vehicle is in a static parking scenario. Figure 3 is a logic diagram of a possible implementation method of the vehicle control method of the present application when the vehicle is in an N gear coasting scenario. Figure 4 is a logic diagram of a possible implementation method of the vehicle control method of the present application when the vehicle is in a D gear starting scenario. Figure 5 is a logic diagram of a possible implementation method of the vehicle control method of the present application when the vehicle is in a temporary parking scenario.

[0120] As shown in FIG1 , the vehicle control method of the present application is used to control the above-mentioned vehicle control system. The vehicle control method includes:

[0121] S101, obtaining vehicle driving scene information. For example, the vehicle driving scene information includes but is not limited to the vehicle's wheel speed, wherein the vehicle's wheel speed can be determined by a wheel speed sensor installed on the wheel, thereby obtaining the vehicle's wheel speed information.

[0122] S102: Determine the driving scene of the vehicle based on the driving scene information. For example, if the driving scene information of the vehicle is the wheel speed of the vehicle, after obtaining the wheel speed of the vehicle, the vehicle's operating scene can be determined based on the wheel speed value. For example, if the wheel speed of the vehicle is 0, the vehicle's driving scene can be determined to be a parking scene.

[0123] S103: Based on the vehicle's driving scenario, control the corresponding system in the execution unit to perform corresponding operations. For example, when the vehicle's driving scenario is determined to be a parking scenario, the vehicle is parked by controlling the EPB caliper in the EPB system and the hydraulic actuator in the brake hydraulic system.

[0124] This application determines the vehicle's driving scene based on the vehicle's driving scene information, and controls the corresponding actuator in the execution unit to start execution based on the vehicle's driving scene, reducing the complexity of the control strategy of the original EPB system, gear system and brake hydraulic system due to the independence of the control systems, reducing the possibility of errors in the complex system, and solving the problem in the prior art that the EPB system, gear system and brake hydraulic system are independent of each other, resulting in inconsistent triggering conditions, control logic and operation mechanisms of each system, resulting in functional limitations or false alarms due to different timing between the systems.

[0125] The following takes the driving scenarios of static parking scenario, N gear coasting scenario, D gear or R gear starting scenario and temporary parking scenario as examples to introduce the preferred implementation mode of the control method of the present application.

[0126] First, referring to FIG. 2 , a static parking scenario of a vehicle will be described.

[0127] In one embodiment, the step of “determining the driving scene of the vehicle according to the driving scene information” specifically includes:

[0128] When driver absence information or shift request information for entering the P gear is obtained, it is determined that the driving scenario of the vehicle is a static parking scenario.

[0129] Driver absence information can be obtained via a camera that collects driver image information, a seatbelt information collection unit that collects driver seatbelt signals, or a pressure sensor installed on the driver's seat. Gear shift request information can be obtained via the gear operation button and / or the gear input operation interface, i.e., gear shift request information for shifting to P gear can be obtained via the P gear operation button or the P gear input button on the gear input operation interface.

[0130] For example, the control unit obtains driver absence information through the seat belt information collection unit. When the driver absence information is obtained through the seat belt information collection unit, it can be determined that the vehicle driving scene is a static parking scene.

[0131] Furthermore, the control unit obtains the shift request information of the P gear through the gear operation button as an example for explanation. When the shift request information of the P gear is input through the gear operation button, it can be determined that the driving scene of the vehicle is a static parking scene.

[0132] Furthermore, the step of “controlling the execution unit to perform corresponding operations based on the vehicle driving scenario” specifically includes:

[0133] When the vehicle's driving scene is a static parking scene, the slope information of the road on which the vehicle is located and / or the trailer information of the vehicle are obtained;

[0134] determining a target clamping force and a target hydraulic pressure of the vehicle based on the slope information and / or the trailer information;

[0135] Control the gear position to enter P gear, and at the same time control the hydraulic actuator to actively build and maintain pressure according to the target hydraulic pressure, and the EPB caliper to perform clamping action according to the target clamping force;

[0136] When the EPB caliper is in the clamping state, the hydraulic actuator is controlled to perform pressure relief.

[0137] The road slope information can be obtained by a slope acquisition unit that collects the road slope. For example, the slope acquisition unit can be an angle sensor mounted on the vehicle chassis. The trailer information can be obtained by a trailer information acquisition unit that collects trailer information. For example, the trailer information acquisition unit can be a trailer sensor mounted at the vehicle towing point.

[0138] In addition, the clamping force refers to the clamping force of the EPB caliper, wherein the clamping force of the EPB caliper can be obtained by a clamping force collection unit that collects the clamping force of the EPB caliper. For example, the clamping force collection unit can be a pressure sensor installed on the EPB caliper. The hydraulic pressure refers to the hydraulic pressure of the hydraulic actuator, wherein the hydraulic pressure of the hydraulic actuator can be obtained by a hydraulic pressure collection unit that collects the hydraulic pressure of the hydraulic actuator. For example, the hydraulic pressure collection unit can be a hydraulic pressure sensor installed on the hydraulic actuator. In addition, the hydraulic actuator can perform active pressure building and pressure maintenance under the action of the automatic execution unit in the hydraulic system. Among them, the BCU automatic execution unit is a BCU (Brake Control Unit) automatic execution unit, which can also enable the hydraulic actuator to perform active pressure building, pressure maintenance and pressure relief.

[0139] The linkage of the gear system, EPB system, and brake hydraulic system improves parking speed and safety while also enhancing parking security. Furthermore, having the gear system, EPB system, and brake hydraulic system all managed by the same control unit prevents the problem of the EPB caliper failing to clamp when the gear is in P, causing the gear to jump back and forth between P and N.

[0140] It should be noted that when the slope of the road on which the vehicle is located is different, and / or whether there is a trailer, the hydraulic pressure and clamping force required by the vehicle are different, that is, the greater the slope of the road on which the vehicle is located, the greater the hydraulic pressure and clamping force required by the vehicle; the hydraulic pressure and clamping force required by the vehicle when the vehicle is in a trailer state are greater than when the vehicle is not in a trailer state. Therefore, before the gear is controlled to enter the P gear, the hydraulic actuator performs active pressure building and pressure maintenance, and the EPB caliper performs the clamping action, it is also necessary to judge the slope of the road on which the vehicle is located and the trailer condition of the vehicle, and determine the clamping force (target clamping force) and hydraulic pressure (target hydraulic pressure) required by the vehicle according to the specific condition of the vehicle. It should also be noted that this application has no restrictions on the hydraulic pressure after the hydraulic actuator is depressurized. For example, the hydraulic actuator can depressurize until the hydraulic pressure is 0.

[0141] Furthermore, the step of “determining the target clamping force of the vehicle according to the slope information and / or the trailer information” specifically includes:

[0142] determining a required clamping force and a target hydraulic pressure of the vehicle according to the slope information and / or the trailer information;

[0143] determining an actual clamping force of the vehicle based on a target hydraulic pressure of the vehicle;

[0144] Compare the required clamping force with the actual clamping force;

[0145] When the required clamping force is equal to the actual clamping force, determining the target clamping force of the vehicle as the required clamping force;

[0146] When the required clamping force is greater than the actual clamping force, the target clamping force of the vehicle is determined to be the actual clamping force.

[0147] The required clamping force is the clamping force required by the vehicle when there is no hydraulic pressure.

[0148] It should be noted that when a vehicle is on a slope and / or towing, the hydraulic actuator and the EPB caliper operate simultaneously. If the desired and target clamping forces are followed, the EPB caliper's clamping force will increase after the hydraulic actuator releases pressure. Therefore, when calculating the target clamping force, a clamping force reduction compensation is required based on the target hydraulic pressure. The required clamping force reduction compensation varies with the target hydraulic pressure. Specifically, when the target hydraulic pressure is higher, the required clamping force reduction compensation is also higher, while when the target hydraulic pressure is lower, the required clamping force reduction compensation is relatively smaller.

[0149] When the vehicle is on a slope and / or has a trailer, the required clamping force for the vehicle is calculated based on the slope information and / or trailer information. When the required clamping force is equal to the actual clamping force, the target clamping force for the vehicle is determined to be the required clamping force. When the required clamping force is greater than the actual clamping force, the target clamping force for the vehicle is determined to be the actual clamping force.

[0150] A possible operation process of the vehicle of the present application in a static parking scenario is briefly described below with reference to Figure 2. Figure 2 is a logic diagram of a possible implementation of the vehicle control method of the present application.

[0151] As shown in Figure 2, in one possible operation process:

[0152] S201, obtaining driver absence information through a seat belt information collection unit, determining that the vehicle's driving scene is a static parking scene, and then executing S202.

[0153] S202, obtain the current slope information of the road on which the vehicle is located, and then execute S203.

[0154] S203 , determining the required clamping force and target hydraulic pressure of the vehicle according to the slope information, and then executing S204 .

[0155] S204 , determining the actual clamping force of the vehicle according to the target hydraulic pressure of the vehicle, and then executing S205 .

[0156] S205: Determine whether the required clamping force is greater than the actual clamping force. If so, execute S206; if the required clamping force is equal to the actual clamping force, execute S207.

[0157] S206 , determining that the target clamping force of the vehicle is the actual clamping force, and then executing S208 .

[0158] S207 , determining that the target clamping force of the vehicle is the required clamping force, and then executing S208 .

[0159] S208, control the gear to enter P gear, and at the same time control the hydraulic actuator to perform active pressure building and pressure maintenance according to the target hydraulic pressure and the EPB caliper to perform clamping action according to the target clamping force, and then execute S209.

[0160] S209: When the EPB caliper is in the clamped state, the hydraulic actuator is controlled to perform pressure relief.

[0161] Next, referring to FIG3 , a driving scenario of coasting in N gear is described.

[0162] In one embodiment, the step of “determining the driving scene of the vehicle according to the driving scene information” specifically includes:

[0163] When a shift request to enter the N gear is obtained, the wheel speed information is obtained;

[0164] When the wheel speed is not 0, it is determined that the vehicle's operating scenario is the N gear coasting scenario.

[0165] The gear shift request information can be obtained through the gear operation button and / or the gear input operation interface, that is, the gear shift request information for shifting to N gear can be obtained through the N gear operation button or the N gear input button on the gear input operation interface. The wheel speed information can be obtained by a wheel speed acquisition unit that collects wheel speed signals.

[0166] For example, let's take the control unit receiving a shift request to enter N gear via the shift button. When the shift request to enter N gear is input via the shift button, the vehicle's wheel speed information is obtained via the wheel speed sensors installed on the wheels. If the vehicle's wheel speed is not zero, the vehicle's driving scenario is determined to be coasting in N gear. If the vehicle's wheel speed is zero, the vehicle's driving scenario is parking in N gear.

[0167] Furthermore, the step of “controlling the execution unit to perform corresponding operations based on the vehicle driving scenario” specifically includes:

[0168] When the vehicle is in the N gear coasting scenario, the current hydraulic pressure of the hydraulic actuator and the current clamping force of the EPB caliper are obtained;

[0169] Determine whether the current hydraulic pressure is greater than or equal to the hydraulic pressure threshold and whether the current clamping force is greater than or equal to the clamping force threshold;

[0170] If the current hydraulic pressure is greater than or equal to the hydraulic pressure threshold, and / or the current clamping force is greater than or equal to the clamping force threshold, the gear is controlled to enter N gear, and the hydraulic actuator is controlled to release pressure until the current hydraulic pressure is equal to the hydraulic pressure threshold and / or the EPB caliper releases the clamping force until the current clamping force is equal to the clamping force threshold;

[0171] If the current hydraulic pressure is less than the hydraulic pressure threshold and the current clamping force is less than the clamping force threshold, the gear is controlled to enter N gear.

[0172] Among them, when the driving scenario of the vehicle is the N gear coasting scenario, by comparing the current hydraulic pressure with the hydraulic pressure threshold and the current clamping force with the clamping force threshold, it is possible to determine whether the hydraulic actuator is in a pressure-holding state and / or whether the EPB caliper is in a clamping state. When the hydraulic actuator is in a pressure-holding state and / or the EPB caliper is in a clamping state, it is difficult for the vehicle to coast in N gear. Therefore, when controlling the gear to enter N gear, the hydraulic actuator is controlled to perform pressure relief and / or the EPB caliper is controlled to release the clamping force, so that the vehicle can coast in N gear. When the hydraulic actuator is not in a pressure-holding state and / or the EPB caliper is not in a clamping state, it is only necessary to control the gear to enter N gear.

[0173] It should be noted that the present application has no restrictions on the hydraulic pressure threshold and the clamping force threshold, and they can be adjusted as needed. For example, the hydraulic pressure threshold can be 0 or other values; and / or the clamping force threshold can be 0 or other values.

[0174] For example, let's take a hydraulic pressure threshold of 0 and a clamping force threshold of 0 as an example. If the current hydraulic pressure is greater than 0 and / or the current clamping force is greater than 0, it indicates that the hydraulic actuator is in a pressure-holding state and / or the EPB caliper is in a clamping state. In order to allow the vehicle to coast in N gear, the hydraulic actuator is controlled to release pressure until the current hydraulic pressure reaches 0 and / or the EPB caliper releases the clamping force until the current clamping force reaches 0 while the gear is controlled to enter N gear. If the current hydraulic pressure is 0 and the current clamping force is 0, it indicates that the hydraulic actuator is not in a pressure-holding state and the EPB caliper is not in a clamping state. In this case, the gear is directly controlled to enter N gear.

[0175] A possible operation process of the vehicle of the present application in a coasting N gear driving scenario is briefly described below with reference to Figure 3. Figure 3 is a logic diagram of a possible implementation of the vehicle control method of the present application.

[0176] As shown in Figure 3, in one possible operation process:

[0177] S301, obtain the shift request information for shifting into N gear through the gear operation button, and then execute S302.

[0178] S302, obtain wheel speed information, and then execute S303.

[0179] S303, determine whether the wheel speed is 0; if so, execute S304; otherwise, execute S305.

[0180] S304 , determining that the vehicle's operating scenario is the N gear coasting scenario, obtaining the current hydraulic pressure of the hydraulic actuator and the current clamping force of the EPB caliper, and then executing S305 .

[0181] S305: Determine whether the current hydraulic pressure is greater than or equal to the hydraulic pressure threshold, and whether the current clamping force is greater than or equal to the clamping force threshold. If so, execute S306; otherwise, execute S307.

[0182] S306 , while controlling the gear to enter N gear, controlling the hydraulic actuator to release pressure until the current hydraulic pressure is less than or equal to the hydraulic pressure threshold and the EPB caliper to release the clamping force until the current clamping force is less than or equal to the clamping force threshold.

[0183] S307, control the gear to enter N gear.

[0184] S308: Determine that the vehicle's operating scenario is temporary parking.

[0185] 4 , the driving scenario of starting in the D gear or the R gear is introduced.

[0186] In one embodiment, the step of “determining the driving scene of the vehicle according to the driving scene information” specifically includes:

[0187] When a shift request to enter the D or R gear is obtained, the current wheel speed information of the vehicle is obtained;

[0188] Compare the current wheel speed with the preset wheel speed;

[0189] If the current wheel speed is less than or equal to the preset wheel speed, it is determined that the vehicle's operating scenario is a D gear or R gear starting scenario.

[0190] The gear shift request information for entering D or R can be obtained by the gear acquisition unit, for example, by pressing the D or R button on the gear operation keypad, or by pressing the D or R input button on the gear input operation interface. Wheel speed information can be obtained by the wheel speed acquisition unit that collects wheel speed signals.

[0191] It should be noted that this application does not restrict the preset wheel speed, as long as the vehicle can start in D or R gear. For example, when the vehicle is in P or N gear, the preset wheel speed can be 0. When the current wheel speed is also 0, the vehicle's operating scenario is determined to be the D or R gear start scenario. Alternatively, when the vehicle receives a shift request to enter R gear while in D gear, or receives a shift request to enter D gear while in N gear, the preset wheel speed can be below 8 km / h. When the current wheel speed is less than or equal to the preset wheel speed, the vehicle's operating scenario is determined to be the D or R gear start scenario.

[0192] Furthermore, the step of “controlling the execution unit to perform corresponding operations based on the vehicle driving scenario” specifically includes:

[0193] When the driving scenario of the vehicle is a D gear or R gear starting scenario, obtaining current slope information of the road surface on which the vehicle is located and the current clamping state of the EPB caliper;

[0194] comparing the current slope with the preset slope and determining whether the EPB caliper is in a released state;

[0195] If the current slope is less than or equal to the preset slope and the EPB caliper is in the released state, the gear is controlled to enter the D gear or the R gear;

[0196] When the EPB caliper is in a clamping state, the gear is controlled to enter the D gear or the R gear, and the EPB caliper is controlled to release the clamping force.

[0197] It should be noted that the slope information of the road on which the vehicle is located can be obtained by a slope collection unit that collects the slope of the road surface. For example, a tilt sensor. The tilt sensor can be used to determine whether the vehicle is on flat ground. It should also be noted that the road surface is not flat only when the slope is 0°. The slope of the road surface is set to determine whether the vehicle is on flat ground. For example, the vehicle can be set to be on flat ground when the slope is greater than or equal to 0° and less than or equal to 6°. Whether the EPB caliper is in a released state can be determined by the clamping force of the EPB caliper. For example, when the clamping force of the EPB caliper is 0, the EPB caliper is in a released state. When the clamping force of the EPB caliper is not 0, the EPB clamp is in a clamped state. Since the driving scenario of the vehicle is a D gear or R gear starting scenario, it is only necessary to determine whether the EPB caliper is in a released state, and there is no need to adjust the clamping force of the EPB caliper.

[0198] For example, let's take a preset slope of 6° as an example. If the current slope is 5°, which is less than the preset slope, it can be determined that the vehicle is on flat ground. Obtain the clamping force of the EPB caliper. When the clamping force of the EPB caliper is greater than 0KN, it means that the EPB caliper is in a clamped state. At this time, when the gear is controlled to enter D or R, the EPB caliper is controlled to release the clamping force at the same time, allowing the vehicle to start. When the clamping force of the EPB caliper is 0KN, it means that the EPB caliper is in a released state. At this time, you only need to control the gear to enter D or R.

[0199] Furthermore, the vehicle control method further includes:

[0200] If the current slope is greater than the preset slope, determining that the vehicle is on a slope, and obtaining the height of the vehicle at the current moment and the previous moment;

[0201] Compare the current vehicle height with the previous vehicle height;

[0202] If the vehicle height at the current moment is greater than the vehicle head height at the previous moment, it is determined that the vehicle is in D gear going uphill with the head facing up or in R gear going uphill with the head facing down;

[0203] determining whether the EPB caliper is in a clamped state;

[0204] When the EPB caliper is in a clamping state, the gear is controlled to enter the D gear or the R gear, and the hydraulic actuator is controlled to build pressure and maintain pressure for a first preset time, and the EPB caliper is controlled to release the clamping force;

[0205] When the EPB caliper is in a released state, the gear is controlled to enter the D gear or the R gear, and the hydraulic actuator is controlled to perform active pressure building and maintain the pressure within a first preset time.

[0206] The vehicle head information can be obtained by a height acquisition unit that acquires the vehicle height. The height acquisition unit can be a height sensor installed in the vehicle.

[0207] It should be noted that after obtaining the gear shift information and current slope information, the current vehicle height is compared to the previous vehicle height to determine whether the vehicle is facing uphill in D gear or facing downhill in R gear. For example, if the current vehicle height is greater than the previous vehicle height, the vehicle is determined to be facing uphill in D gear or facing downhill in R gear. If the current vehicle height is less than the previous vehicle height, the vehicle is determined to be facing downhill in D gear or facing downhill in R gear.

[0208] For example, if the EPB caliper is in the released state, the gear is controlled to enter the D or R gear, and the hydraulic actuator is controlled to actively build pressure and maintain pressure within the first preset time.

[0209] Furthermore, after the step of “controlling the hydraulic actuator to actively build pressure and maintain pressure within the first preset time”, the method further includes:

[0210] Get the holding time;

[0211] Comparing the holding time with the first preset time;

[0212] When the pressure holding time is greater than the first preset time, controlling the hydraulic actuator to release pressure; or

[0213] Obtaining current slope information of the road on which the vehicle is located and / or trailer information of the vehicle;

[0214] determining a driving torque threshold required for the vehicle according to the slope information and / or the trailer information;

[0215] Obtaining the opening of the accelerator pedal and the current driving torque of the vehicle, and comparing the opening of the accelerator pedal with the opening threshold value and the driving torque threshold value with the current driving torque;

[0216] When the opening of the accelerator pedal is greater than an opening threshold value and the current driving torque is greater than a driving torque threshold value, the hydraulic actuator is controlled to perform pressure relief.

[0217] It should be noted that the opening of the accelerator pedal can be obtained by an accelerator pedal opening acquisition unit that collects accelerator pedal signals. For example, the accelerator pedal opening acquisition unit can be an opening sensor installed on the accelerator pedal. The driving torque threshold value can be obtained by a driving torque acquisition unit that collects driving torque. For example, the driving torque acquisition unit can be a torque sensor installed in the steering gear. The slope information of the road surface on which the vehicle is located can be obtained by a slope acquisition unit that collects the slope of the road surface. For example, the slope acquisition unit can be an angle sensor installed on the vehicle chassis. The angle sensor can be used to determine whether the vehicle is on flat ground. It should also be noted that the road surface is not considered flat only when its slope is 0°. The slope of the road surface is set to determine whether the vehicle is on flat ground. For example, it can be set that the vehicle is on flat ground when the slope is greater than or equal to 0° and less than or equal to 6°.

[0218] For example, the first preset time is 20 seconds. When the pressure holding time is greater than 20 seconds, the hydraulic actuator is controlled to perform pressure relief.

[0219] For example, consider a road slope of 10°, an opening threshold of 50%, and a driving torque threshold of 5 kN. When the road slope is 10° and the vehicle is not being towed, the vehicle's current driving torque is obtained. If the current driving torque exceeds 5 kN, indicating excessive torque, the hydraulic actuator is controlled to release pressure. The hydraulic pressure relief speed varies depending on the slope and the increasing gradient of the driving torque.

[0220] Furthermore, the vehicle control method further includes:

[0221] When the vehicle is in D gear downhill with the front of the vehicle facing downward or in R gear downhill with the front of the vehicle facing upward, obtaining the current clamping state of the EPB caliper;

[0222] When the EPB caliper is in a clamping state, the gear is controlled to enter D gear or R gear, and the EPB caliper is controlled to release the clamping force;

[0223] When the EPB caliper is in the released state, the gear position is directly controlled to enter the D gear or the R gear. When the vehicle is in the D gear with the front facing down and downhill or in the R gear with the front facing up and downhill, only the EPB caliper operation needs to be performed, and there is no need to perform the hydraulic actuator operation. Therefore, when it is obtained that the vehicle is in the D gear with the front facing down and downhill or in the R gear with the front facing up and downhill, it is necessary to determine whether the EPB card is in the clamped state. When it can be determined that the vehicle is in the clamped state based on the current clamping force of the vehicle, at this time, by controlling the gear position to enter the D gear or the R gear, the EPB caliper is controlled to release the clamping force. If the vehicle is in the released state, it is only necessary to control the gear position to enter the D gear or the R gear.

[0224] The following briefly describes a possible operation process of the vehicle of the present application in a driving scenario of starting in D gear with reference to Figure 4. Figure 4 is a logic diagram of a possible implementation of the vehicle control method of the present application.

[0225] As shown in Figure 4, in one possible operation process:

[0226] S401, obtain the shift request information for entering the D gear through the gear operation button, and then execute S402.

[0227] S402, obtain wheel speed information, and then execute S403.

[0228] S403: Determine whether the current wheel speed is less than a preset wheel speed. If the current wheel speed is less than the preset wheel speed, determine that the vehicle's operating scenario is a D gear start scenario, and then execute S404; otherwise, execute S423.

[0229] S404, obtaining the current slope information of the road on which the vehicle is located, and then executing S405.

[0230] S405: Determine whether the current slope is less than or equal to a preset slope. If so, execute S406; otherwise, determine that the vehicle is on a slope and execute S410.

[0231] S406, obtain the current clamping state of the EPB caliper, and then execute S407.

[0232] S407: Determine whether the EPB caliper is in a released state. If so, execute S408; otherwise, execute S409.

[0233] S408, controlling the gear position to enter the D gear clamping force threshold.

[0234] S409, while controlling the gear position to enter the D gear, controlling the EPB caliper to release the clamping force.

[0235] S410, obtain the height of the vehicle at the current moment and the previous moment, and then execute S411.

[0236] S411: Determine whether the current vehicle height is greater than the previous vehicle height. If so, determine that the vehicle is facing up in D gear and uphill, and then execute S412; otherwise, determine that the vehicle is facing down in D gear and downhill, or facing up in R gear and downhill, and then execute S419.

[0237] S412, obtain the current clamping state of the EPB caliper, and then execute S413.

[0238] S413: Determine whether the EPB caliper is in a clamped state. If yes, execute S414; otherwise, execute S415.

[0239] S414, control the gear to enter D gear, and at the same time control the hydraulic actuator to build pressure and maintain pressure within a first preset time and the EPB caliper to release the clamping force, and then execute S416.

[0240] S415, control the gear to enter D gear, and at the same time control the hydraulic actuator to perform active pressure building and maintain the pressure within a first preset time, and then execute S416.

[0241] S416, obtaining the pressure holding time;

[0242] S417: Determine whether the holding time is greater than a first preset time. If yes, execute S418; otherwise, execute S416.

[0243] S418, controlling the hydraulic actuator structure to perform pressure relief.

[0244] S419, obtain the current clamping state of the EPB caliper, and then execute S420.

[0245] S420, determine whether the EPB caliper is in a clamped state. If yes, execute S421; otherwise, execute S422

[0246] S421, control the gear to enter D gear, and control the EPB caliper to release the clamping force

[0247] S422, control the gear position to enter D gear.

[0248] S423, controlling the EPB caliper to release the clamping force until the vehicle speed drops to a preset speed.

[0249] 5 , the driving scene is described as a temporary parking scene.

[0250] In one embodiment, the step of “controlling the execution unit to perform corresponding operations according to the vehicle operation scenario” specifically includes:

[0251] Obtaining gear information of the vehicle;

[0252] When the gear position of the vehicle is in the D gear or the R gear and the parking information of the vehicle is obtained, it is determined that the operation scenario of the vehicle is a temporary parking scenario.

[0253] Among them, the gear shift information can be obtained by a gear acquisition unit that collects gear signals. For example, it can be obtained through a gear operation button and / or a gear input operation interface. The parking information can be obtained by a brake pedal opening acquisition unit that collects brake pedal signals or a parking acquisition unit that collects parking information. The brake pedal opening acquisition unit can be an angle sensor installed on the brake pedal. The parking acquisition unit can be obtained through the parking function button on the vehicle. The parking function can be activated by turning on the parking function button, or by deeply pressing the brake pedal to activate the parking function, thereby obtaining parking information.

[0254] When the vehicle's gear is in D or R, the vehicle's parking information is obtained, and it can be determined that the vehicle's operating scenario is a temporary parking scenario.

[0255] Furthermore, the step of “controlling the execution unit to perform corresponding operations based on the vehicle driving scenario” specifically includes:

[0256] When the vehicle's operating scenario is a temporary parking scenario, the gear is controlled to remain in D or R, and the hydraulic actuator is controlled to build pressure and maintain pressure during the time the vehicle is in the temporary parking scenario.

[0257] When the vehicle's operating scenario is a temporary parking scenario, there is no need to change the vehicle's gear, that is, the gear is controlled to remain in D gear or R gear. In addition, in order to park the vehicle, while maintaining the gear, the hydraulic actuator must be controlled to build pressure and maintain pressure during the time the vehicle is in the temporary parking scenario.

[0258] Furthermore, after the step of "controlling the gear to remain in D gear or R gear, and controlling the hydraulic actuator to build pressure, and maintaining pressure during the time the vehicle is in a temporary parking scenario", the following steps are also included:

[0259] Obtain the opening degree of the accelerator pedal and / or brake pedal at the current moment and the previous moment;

[0260] Calculating a first difference between an opening degree of the accelerator pedal at a current moment and an opening degree at a previous moment, and a second difference between an opening degree of the brake pedal at a current moment and an opening degree at a previous moment;

[0261] When the first difference is greater than a first difference threshold and the second difference is greater than a second difference threshold, the gear is controlled to be maintained at the D gear or the R gear, and the hydraulic actuator is controlled to perform pressure relief.

[0262] The opening of the brake pedal can be obtained by a brake pedal opening acquisition unit that acquires brake pedal signals, wherein the brake pedal opening acquisition unit can be an opening sensor installed on the brake pedal.

[0263] When the vehicle is in a temporary parking scenario, the driver's intention to leave can be determined by judging whether the opening of the accelerator pedal and / or brake pedal has changed. At this time, the hydraulic actuator is controlled to release pressure, allowing the vehicle to leave.

[0264] For example, let's assume the brake pedal is currently open at 0% and 50% at the previous moment; the accelerator pedal is currently open at 100% and 50° at the previous moment, and the first and second difference thresholds are 30% and 30%. If the first and second difference values ​​are both 50% and 50%, respectively, and the first and second difference values ​​are both greater than the first and second difference thresholds, it can be determined that the driver intends to leave. The hydraulic actuator is then controlled to release pressure, allowing the vehicle to leave.

[0265] Furthermore, the step of “controlling the execution unit to perform corresponding operations based on the driving scenario of the vehicle” further includes:

[0266] When the driver is not in place information or the hydraulic execution system fails information is obtained, the gear is controlled to enter the P gear, and the EPB caliper is controlled to clamp and the hydraulic actuator is controlled to perform a pressure relief action.

[0267] The failure information of the hydraulic execution system can be obtained through the hydraulic execution unit.

[0268] When the information that the driver is not in place is obtained, in order to ensure safety, the gear is controlled to enter P gear, and at the same time, the EPB caliper is controlled to clamp and the hydraulic actuator performs the pressure relief action.

[0269] In addition, when the hydraulic actuator system failure information is obtained, in order to ensure safety, the gear is controlled to enter P gear, and the EPB caliper is controlled to clamp and the hydraulic actuator performs the pressure relief action.

[0270] The following briefly describes a possible operation process of the vehicle of the present application in a temporary parking lot in conjunction with Figure 5. Figure 5 is a logic diagram of a possible implementation of the vehicle control method of the present application.

[0271] As shown in Figure 5, in one possible operation process:

[0272] S501, obtain gear information through the gear operation button, and then execute S502.

[0273] S502, when the gear position of the vehicle is in the D gear, the parking information of the vehicle is obtained through the parking function button, and then S503 is executed.

[0274] S503, when a parking request of the vehicle is obtained, it is determined that the operation scenario of the vehicle is a temporary parking scenario, and then S504 is executed.

[0275] S504, controlling the gear to remain in the D gear, and controlling the hydraulic actuator to execute pressure building and maintain the pressure during the time when the vehicle is in the temporary parking scene, and then executing S505.

[0276] S505, obtaining the opening degrees of the accelerator pedal and the brake pedal at the current moment and the previous moment, and then executing S506.

[0277] S506 , calculating a first difference between the opening of the accelerator pedal at the current moment and the opening at the previous moment, and a second difference between the opening of the brake pedal at the current moment and the opening at the previous moment, and then executing S507 .

[0278] S507: Determine whether the first difference is greater than a first difference threshold and whether the second difference is greater than a second difference threshold. If yes, execute S508; otherwise, execute S505.

[0279] S508 , controlling the gear position to remain at gear D, and controlling the hydraulic actuator to perform pressure relief.

[0280] It should be noted that this application has no restrictions on vehicle driving scenarios, as long as the EPB system, gear system, and brake hydraulic system can be controlled simultaneously to meet the requirements of various vehicle driving scenarios. For example, the vehicle driving scenario can also include battery replacement scenario, car show scenario, pet scenario, etc.

[0281] The present invention also provides a vehicle, comprising the control system described in any of the above preferred technical solutions.

[0282] Those skilled in the art will appreciate that although some embodiments described herein include certain features included in other embodiments but not other features, combinations of features from different embodiments are intended to be within the scope of this application and to form different embodiments. For example, in the claims of this application, any of the claimed embodiments may be used in any combination.

[0283] It should be noted that although the detailed steps of the method of the present application are described in detail above, without departing from the basic principles of the present application, technical personnel in this field can combine, split and change the order of the above steps. The modified technical solution does not change the basic concept of the present application and therefore falls within the scope of protection of the present application.

[0284] Thus far, the technical solutions of the present application have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is readily understood by those skilled in the art that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present application.

Claims

1. A vehicle control system, characterized in that: The vehicle control system comprises: An information collection unit, wherein the information collection unit is configured to collect various driving scene information of the vehicle; An execution unit, the execution unit includes an EPB system, a gear system and a brake hydraulic system; the EPB system includes an EPB caliper, the gear system includes a gear actuator, and the brake hydraulic system includes a hydraulic actuator; A control unit, wherein the control unit is configured to receive the driving scene information sent by the information acquisition unit to determine the driving scene of the vehicle, and control the EPB system, the gear system and the brake hydraulic system in the execution unit to perform corresponding operations according to the driving scene of the vehicle.

2. The vehicle control system according to claim 1, characterized in that: The information collection unit includes a static parking scene information collection unit for collecting static parking scene information; and An N-speed taxiing scene information acquisition unit for acquiring N-speed taxiing scene information; as well as A D-gear or R-gear starting scene information collection unit for collecting D-gear or R-gear starting scene information; as well as A temporary parking scene information collection unit for collecting temporary parking scene information.

3. The vehicle control system according to claim 2, characterized in that: The static parking scene information collection unit includes a driver presence information collection unit for collecting a driver presence signal, and / or a gear position collection unit for collecting a gear position signal.

4. The vehicle control system according to claim 2, characterized in that: The N gear coasting scene information collection unit includes a gear position collection unit for collecting gear position signals and a wheel speed collection unit for collecting wheel speed signals.

5. The vehicle control system according to claim 2, characterized in that: The D-gear or R-gear starting scene information collection unit includes a gear position collection unit for collecting gear position signals and a wheel speed collection unit for collecting wheel speed signals.

6. The vehicle control system according to claim 2, characterized in that: The temporary parking scene information collection unit includes a gear position collection unit for collecting gear position signals; and A parking acquisition unit for acquiring parking information, and / or a brake pedal opening acquisition unit for acquiring brake pedal signals.

7. The vehicle control system according to any one of claims 1 to 6, characterized in that: The information collection unit also includes one or more of a slope collection unit for collecting road slope, a trailer information collection unit for collecting trailer information, a height collection unit for collecting vehicle height, a clamping force collection unit for collecting EPB caliper clamping force, a hydraulic pressure collection unit for collecting hydraulic pressure of a hydraulic actuator, an execution information collection unit for collecting an execution signal of a hydraulic actuator, a driving torque collection unit for collecting driving torque, and an accelerator pedal opening collection unit for collecting an accelerator pedal signal.

8. The vehicle control system according to claim 1, characterized in that: The brake hydraulic system also includes a BCU automatic execution unit.

9. The vehicle control system according to claim 1, characterized in that: The vehicle control system also includes a display unit, which is configured to display the driving scene information received by the control unit and the states of the EPB system, the gear system and the brake hydraulic system in the execution unit on a display screen of the display unit.

10. A vehicle control method, used to control the vehicle control system according to any one of claims 1 to 9, characterized in that: The vehicle control method comprises: Obtain driving scene information of the vehicle; Determining a driving scene of the vehicle according to the driving scene information; Based on the driving scenario of the vehicle, the corresponding system in the control execution unit performs corresponding operations.

11. The vehicle control method according to claim 10, characterized in that: The step of “determining the driving scene of the vehicle according to the driving scene information” specifically includes: When driver absence information or shift request information for entering the P gear is obtained, it is determined that the driving scene of the vehicle is a static parking scene.

12. The vehicle control method according to claim 11, characterized in that: The step of "controlling the execution unit to perform corresponding operations based on the driving scenario of the vehicle" specifically includes: When the driving scene of the vehicle is a static parking scene, obtaining current slope information of the road on which the vehicle is located and / or trailer information of the vehicle; determining a target clamping force and a target hydraulic pressure of the vehicle according to the slope information and / or the trailer information; Control the gear position to enter the P gear, and at the same time control the hydraulic actuator to actively build and maintain pressure according to the target hydraulic pressure, and the EPB caliper to perform the clamping action according to the target clamping force; When the EPB caliper is in a clamped state, the hydraulic actuator is controlled to perform pressure relief.

13. The vehicle control method according to claim 12, characterized in that: The step of "determining the target clamping force of the vehicle according to the slope information and / or the trailer information" specifically includes: determining a required clamping force and a target hydraulic pressure of the vehicle according to the slope information and / or the trailer information; determining an actual clamping force of the vehicle based on a target hydraulic pressure of the vehicle; Compare the required clamping force with the actual clamping force; When the required clamping force is equal to the actual clamping force, determining the target clamping force of the vehicle as the required clamping force; When the required clamping force is greater than the actual clamping force, the target clamping force of the vehicle is determined to be the actual clamping force.

14. The vehicle control method according to claim 10, characterized in that: The step of “determining the driving scene of the vehicle according to the driving scene information” specifically includes: When the shift request information for entering the N gear is obtained, the wheel speed information is obtained; When the wheel speed is not 0, it is determined that the operation scenario of the vehicle is the N gear coasting scenario.

15. The vehicle control method according to claim 14, characterized in that: The step of "controlling the execution unit to perform corresponding operations based on the driving scenario of the vehicle" specifically includes: When the driving scenario of the vehicle is the N gear coasting scenario, the current hydraulic pressure of the hydraulic actuator and the current clamping force of the EPB caliper are obtained; Determine whether the current hydraulic pressure is greater than or equal to the hydraulic pressure threshold and whether the current clamping force is greater than or equal to the clamping force threshold; If the current hydraulic pressure is greater than or equal to the hydraulic pressure threshold, and / or the current clamping force is greater than or equal to the first clamping force threshold, the gear is controlled to enter the N gear, and at the same time, the hydraulic actuator is controlled to release pressure until the current hydraulic pressure is less than or equal to the hydraulic pressure threshold and / or the EPB caliper releases the clamping force until the current clamping force is less than or equal to the clamping force threshold; If the current hydraulic pressure is less than the hydraulic pressure threshold and the current clamping force is less than the clamping force threshold, the gear is controlled to enter the N gear.

16. The vehicle control method according to claim 10, characterized in that: The step of “determining the driving scene of the vehicle according to the driving scene information” specifically includes: When a shift request information for entering the D gear or the R gear is obtained, the current wheel speed information of the vehicle is obtained; Compare the current wheel speed with the preset wheel speed; If the current wheel speed is less than or equal to the preset wheel speed, it is determined that the operation scenario of the vehicle is a D gear or R gear starting scenario.

17. The vehicle control method according to claim 16, characterized in that: The step of "controlling the execution unit to perform corresponding operations based on the driving scenario of the vehicle" specifically includes: When the driving scene of the vehicle is a D gear or R gear starting scene, obtaining current slope information of the road surface on which the vehicle is located; Compare the current slope with the preset slope; If the current slope is less than or equal to the preset slope, obtaining the current clamping state of the EPB caliper; Determining whether the EPB caliper is in a released state; When the EPB caliper is in a released state, the gear is controlled to enter the D gear or the R gear; When the EPB caliper is in a clamping state, the gear is controlled to enter the D gear or the R gear, and the EPB caliper is controlled to release the clamping force.

18. The vehicle control method according to claim 17, characterized in that: The vehicle control method further includes: If the current slope is greater than the preset slope, it is determined that the vehicle is on a slope, and the height of the vehicle at the current moment and the previous moment is obtained; Compare the height of the vehicle at the current moment with the height of the vehicle at the previous moment; When the height of the vehicle at the current moment is greater than the height of the vehicle at the previous moment, it is determined that the vehicle is going uphill in the D gear with the front of the vehicle facing upward or going uphill in the R gear with the front of the vehicle facing downward; Obtaining the current clamping state of the EPB caliper; Determining whether the EPB caliper is in a clamped state; When the EPB caliper is in a clamping state, the gear is controlled to enter the D gear or the R gear, and at the same time, the hydraulic actuator is controlled to build pressure and maintain pressure within a first preset time, and the EPB caliper is controlled to release the clamping force; When the EPB caliper is in a released state, the gear is controlled to enter the D gear or the R gear, and the hydraulic actuator is controlled to perform active pressure building and maintain the pressure within a first preset time.

19. The vehicle control method according to claim 18, characterized in that: After the step of "controlling the hydraulic actuator to actively build pressure and maintain pressure within a first preset time", the following step is also included: Get the holding time; Comparing the holding time with the first preset time; When the pressure holding time is greater than the first preset time, controlling the hydraulic actuator to release pressure; or Acquiring current slope information of the road on which the vehicle is located and / or trailer information of the vehicle; Determining a driving torque threshold required for the vehicle according to the ramp information and / or the trailer information; Obtain the opening of the accelerator pedal and the current driving torque of the vehicle; Comparing the opening of the accelerator pedal with the opening threshold value and the driving torque threshold value with the current driving torque; When the opening of the accelerator pedal is greater than the opening threshold value, and the current driving torque is greater than the driving torque threshold value, the hydraulic actuator is controlled to perform pressure relief.

20. The vehicle control method according to claim 18, characterized in that: The vehicle control method further includes: When the vehicle is in the D gear downhill with the front of the vehicle facing downward or the R gear downhill with the front of the vehicle facing upward, obtaining the current clamping state of the EPB caliper; Determining whether the EPB caliper is in a clamped state; When the EPB caliper is in a clamping state, the gear position is controlled to enter the D gear or the R gear, and the EPB caliper is controlled to release the clamping force; When the EPB caliper is in a released state, the gear is directly controlled to enter the D gear or the R gear.

21. The vehicle control method according to claim 10, characterized in that: The step of "controlling the execution unit to perform corresponding operations according to the operation scenario of the vehicle" specifically includes: Obtaining gear information of the vehicle; When the gear position of the vehicle is in the D gear or the R gear, obtaining parking information of the vehicle; When a parking request of the vehicle is obtained, it is determined that the operation scenario of the vehicle is a temporary parking scenario.

22. The vehicle control method according to claim 21, characterized in that: The step of "controlling the execution unit to perform corresponding operations based on the driving scenario of the vehicle" specifically includes: When the operation scenario of the vehicle is a temporary parking scenario, the gear is controlled to remain in the D gear or the R gear, and the hydraulic actuator is controlled to build pressure and maintain the pressure during the time when the vehicle is in the temporary parking scenario.

23. The vehicle control method according to claim 22, characterized in that: After the step of "controlling the gear to remain in the D gear or the R gear, and controlling the hydraulic actuator to build pressure, and maintaining pressure during the time when the vehicle is in the temporary parking scene", the following step is also included: Obtain the opening of the accelerator pedal and / or brake pedal at the current moment and the previous moment; Calculating a first difference between the opening degree of the accelerator pedal at a current moment and the opening degree at a previous moment, and a second difference between the opening degree of the brake pedal at a current moment and the opening degree at a previous moment; When the first difference is greater than the first difference threshold value and the second difference is greater than the second difference threshold value, the gear position is controlled to be maintained at the D gear or the R gear, and the hydraulic actuator is controlled to perform pressure relief.

24. The vehicle control method according to claim 21, characterized in that: The step of “controlling the execution unit to perform corresponding operations based on the driving scenario of the vehicle” further includes: When the driver is not in position information or the hydraulic actuator system fails information is obtained, the gear is controlled to enter the P gear, and at the same time the EPB caliper is controlled to clamp and the hydraulic actuator performs a pressure relief action.

25. The vehicle control method according to claim 21, characterized in that: After the step of "maintaining pressure during the time when the vehicle is in a temporary parking scene", the following steps are included: Get the holding time; Comparing the holding time with the second preset time; When the pressure holding time is greater than the second preset time, the gear is controlled to enter the P gear, and at the same time, the EPB caliper is controlled to clamp and the hydraulic actuator is controlled to perform a pressure relief action.

26. A vehicle, characterized in that: The vehicle comprises a control system as claimed in any one of claims 1 to 10.

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