CN107813805A - 陡坡缓降系统及其控制方法 - Google Patents
陡坡缓降系统及其控制方法 Download PDFInfo
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- CN107813805A CN107813805A CN201610812220.3A CN201610812220A CN107813805A CN 107813805 A CN107813805 A CN 107813805A CN 201610812220 A CN201610812220 A CN 201610812220A CN 107813805 A CN107813805 A CN 107813805A
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- vehicle
- descending
- abrupt slope
- motor
- wheel
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Classifications
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Abstract
本发明公开了一种陡坡缓降系统及其控制方法,陡坡缓降系统包括:多个车轮;多个轮速传感器,多个轮速传感器与多个车轮相对应;多个电机,多个电机与多个车轮相对应且选择性地驱动和制动车轮;多个电机控制器,多个电机控制器分别与多个电机相连;多个旋变传感器,多个旋变传感器与多个电机相对应;整车控制器,整车控制器分别与多个轮速传感器、多个电机控制器和多个旋变传感器相连。这样可以使得电机根据车辆的实际下坡状况来控制车轮的速度,进而可以使得车辆下坡速度缓慢且均匀,可以提高车辆在下坡过程中的行驶平顺性。而且电机制动快速且精准。
Description
技术领域
本发明涉及车辆技术领域,尤其涉及一种陡坡缓降系统以及该陡坡缓降系统的控制方法。
背景技术
相关技术中,一些陡坡缓降系统是在ABS(antilock brake system-制动防抱死系统)的基础上发展起来的,但是液压制动系统具有效率低、响应慢、成本高等缺点,而且陡坡缓降系统要求液压泵反复的施压制动,这样势必会造成能量的损失。
发明内容
本发明旨在至少在一定程度上解决相关技术中的技术问题之一。为此,本发明提出一种陡坡缓降系统,该陡坡缓降系统可以使得车辆直线匀速下坡,而且电机可以快速精确制动车轮。
本发明进一步地提出了一种陡坡缓降系统的控制方法。
根据本发明的陡坡缓降系统,包括:多个车轮;多个轮速传感器,所述多个轮速传感器与所述多个车轮相对应;多个电机,所述多个电机与所述多个车轮相对应且选择性地驱动和制动所述车轮;多个电机控制器,所述多个电机控制器分别与所述多个电机相连;多个旋变传感器,所述多个旋变传感器与所述多个电机相对应;整车控制器,所述整车控制器分别与所述多个轮速传感器、所述多个电机控制器和所述多个旋变传感器相连。
根据本发明的陡坡缓降系统,整车控制器可以根据轮速传感器所检测的车轮速度和旋变传感器所检测的电机转速来判断车辆的实际下坡速度,从而可以使得电机根据车辆的实际下坡状况来控制车轮的速度,进而可以使得车辆下坡速度缓慢且均匀,可以提高车辆在下坡过程中的行驶平顺性。而且电机制动快速且精准。
另外,根据本发明的陡坡缓降系统还可以具有以下附加技术特征:
在本发明的一些示例中,车辆预定速度为V0,当所述车辆的实际下坡速度V1<V0时,所述电机驱动所述车轮转动直至V1=V0;当所述车辆的实际下坡速度V1>V0时,所述电机制动所述车轮直至V1=V0。
在本发明的一些示例中,所述陡坡缓降系统还包括:液压制动系统,所述液压制动系统与所述整车控制器相连且适于在车辆维持预定速度V0所需的总制动力矩大于所述电机最大制动力矩时制动所述多个车轮。
在本发明的一些示例中,所述陡坡缓降系统还包括:动力电池,所述动力电池与所述电机控制器相连,所述多个电机分别为电动发电机。
在本发明的一些示例中,所述多个电机分别为轮边电机。
在本发明的一些示例中,所述多个电机的电机轴上连接有变速器。
在本发明的一些示例中,所述陡坡缓降系统还包括:方向盘转角传感器和偏航率传感器,所述方向盘转角传感器和所述偏航率传感器分别与所述整车控制器相连,所述整车控制器根据所述方向盘转角传感器和所述偏航率传感器的检测结果选择性地控制所述多个电机控制器对所述多个电机的扭矩分配,从而进行校正横摆力矩控制。
在本发明的一些示例中,所述整车控制器计算出的横摆角速度与由所述偏航率传感器测得的横摆角速度之间的差速为ΔΨ,车辆的质心侧偏角为Δβ,所述陡坡缓降系统设定有预定横摆角速度差值门限值Ψ和质心侧偏角门限值β,在所述方向盘转角传感器检测驾驶员未操纵方向盘,且ΔΨ>Ψ或Δβ>β时,所述电机控制器对所述多个电机的扭矩进行分配,从而进行校正横摆力矩控制。
在本发明的一些示例中,所述陡坡缓降系统还包括:液压制动系统,所述液压制动系统与所述整车制动器相连,所述整车控制器适于在所述多个电机产生的横摆力矩小于车辆所需的校正横摆力矩时控制所述液压制动系统制动所述多个车轮。
在本发明的一些示例中,车辆的驾驶舱内设置有陡坡缓降控制按钮,所述陡坡缓降控制按钮与所述整车控制器相连。
根据本发明的陡坡缓降系统的控制方法,所述陡坡缓降系统为上述的陡坡缓降系统,所述控制方法包括以下步骤:所述整车控制器采集所述轮速传感器和所述旋变传感器的信息得到所述车辆的速度V1和所述电机的转速;判断所述车辆的速度V1和预定速度V0之间的关系,当所述车辆的实际下坡速度V1<V0时,所述电机驱动所述车轮转动直至V1=V0,当所述车辆的实际下坡速度V1>V0时,所述电机制动所述车轮直至V1=V0。
根据本发明的陡坡缓降系统的控制方法,整车控制器可以根据轮速传感器所检测的车轮速度和旋变传感器所检测的电机转速来判断车辆的实际下坡速度,从而可以使得电机根据车辆的实际下坡状况来控制车轮的速度,进而可以使得车辆下坡速度缓慢且均匀,可以提高车辆在下坡过程中的行驶平顺性。而且电机制动快速且精准。
另外,根据本发明的陡坡缓降系统的控制方法还可以具有以下附加技术特征:
在本发明的一些示例中,所述电机为电动发电机,当所述车辆的实际下坡速度V1>V0且动力电池的SOC<95%时,所述电机制动所述车轮。
在本发明的一些示例中,所述陡坡缓降系统还包括:液压制动系统,当所述车辆的实际下坡速度V1>V0且SOC≥95%时,所述液压制动系统制动所述多个车轮。
在本发明的一些示例中,车辆在陡坡缓降时维持预定速度V0所需总制动力矩为ΔMb,所述多个电机提供的最大制动力矩为ΔMm_max,当所述车辆的实际下坡速度V1>V0且ΔMb>ΔMm_max时,所述多个电机和液压制动系统共同制动所述车轮。
在本发明的一些示例中,所述陡坡缓降系统还包括:方向盘转角传感器和偏航率传感器,所述方向盘转角传感器和所述偏航率传感器分别与所述整车控制器相连,所述整车控制器计算出的横摆角速度与由所述偏航率传感器测得的横摆角速度之间的差速为ΔΨ,车辆的质心侧偏角为Δβ,所述陡坡缓降系统设定有预定横摆角速度差值门限值Ψ和质心侧偏角门限值β,在所述方向盘转角传感器检测驾驶员未操纵方向盘,且ΔΨ>Ψ或Δβ>β时,所述电机控制器对所述多个电机的扭矩进行分配,从而进行校正横摆力矩控制。
附图说明
图1是根据本发明实施例的陡坡缓降系统的结构示意图;
图2是图1中所示的陡坡缓降系统的控制方法步骤示意图;
图3是车辆的动力学模型的示意图。
附图标记:
陡坡缓降系统100;
整车控制器1;车轮2;电机3;电机控制器4;动力电池5;变速器6;偏航率传感器7;方向盘8;方向盘转角传感器9;轮速传感器10;旋变传感器11。
具体实施方式
下面详细描述本发明的实施例,所述实施例的示例在附图中示出。下面通过参考附图描述的实施例是示例性的,旨在用于解释本发明,而不能理解为对本发明的限制。
下面参考附图详细描述根据本发明实施例的陡坡缓降系统100,该陡坡缓降系统100可以应用在车辆上以使得车辆在下坡过程中以匀速行驶,从而可以提高车辆在下坡过程中的行驶平稳性。
根据本发明实施例的陡坡缓降系统100可以包括:多个车轮2、多个轮速传感器10、多个电机3、多个电机控制器4、多个旋变传感器11和整车控制器1,多个轮速传感器10与多个车轮2相对应,多个电机3与多个车轮2相对应,而且多个电机3选择性地驱动和制动车轮2。可以理解的是,多个电机3可以根据实际情况选择性地驱动车轮2转动,或者多个电机3可以根据实际情况选择性地制动车轮2。
多个电机控制器4分别与多个电机3相连,电机控制器4可以控制电机3的工作状态,例如电机3的正转反转,以及电机3的转速等。多个旋变传感器11与多个电机3相对应,整车控制器1分别与多个轮速传感器10、多个电机控制器4和多个旋变传感器11相连。
例如,如图1所示,车轮2可以为四个,相应地,轮速传感器10可以为四个,四个轮速传感器10分别对应四个车轮2,每个轮速传感器10可以用于检测对应的车轮2的速度,从而可以得到车辆在下坡过程中的速度。电机3可以为四个,四个电机3与四个车轮2相对应,电机控制器4可以为四个,四个电机控制器4可以与四个电机3一一对应,四个旋变传感器11可以与四个电机3一一对应,四个旋变传感器11可以分别用于检测四个电机3的转速,其中,如图1所示,多个电机3的电机轴上可以连接有变速器6,变速器6可以调节电机3的输出转速,从而可以使得电机3的输出转速适宜,进而可以使得电机3驱动或者制动车轮2合理且可靠。整车控制器1可以分别与四个轮速传感器10、四个电机控制器4和四个旋变传感器11相连。
这样整车控制器1可以根据轮速传感器10所检测的车轮速度和旋变传感器11所检测的电机转速来判断车辆的实际下坡速度,从而可以使得电机3根据车辆的实际下坡状况来控制车轮2的速度,进而可以使得车辆下坡速度缓慢且均匀,以及可以提高车辆在下坡过程中的行驶平顺性。而且电机3制动快速且精准。
例如,车辆预定速度为V0,当车辆的实际下坡速度V1<V0时,电机3可以驱动车轮2转动直至V1=V0;当车辆的实际下坡速度V1>V0时,电机3可以制动车轮2直至V1=V0。这样车辆在下坡过程中,车辆可以匀速行驶,从而可以使得车辆下坡平稳且缓慢,可以提高车辆的行驶平顺性。
需要说明的是,陡坡缓降系统100还可以包括液压制动系统,液压制动系统与整车控制器1相连。当坡道的坡度较小时,电机3提供给车轮2的制动力矩可以足够满足车辆以预定速度V0匀速下降,当坡道的坡度较大时,电机3提供给车轮2的最大制动力矩小于车辆达到或维持预定速度V0所需的总制动力矩时,液压制动系统在整车控制器1的控制下制动多个车轮2以使得多个车轮2的速度维持在预定速度V0,从而可以使得车辆在下坡过程中匀速行驶。
根据本发明的一个具体实施例,如图1所示,陡坡缓降系统100还可以包括:动力电池5,动力电池5与电机控制器4相连,多个电机3分别为电动发电机。当电机3作为电动机使用时,动力电池5可以通过电机控制器4向电机3提供电量以使电机3驱动或者制动车轮2;当电机3作为发电机3使用时,车路可以反拖电机3,电机3可以收集反拖能量并且进行发电,电机3产生的电能储存在动力电池5内,从而可以提高车辆的能量回收效率,以及可以延长车辆的行驶里程。
可选地,多个电机3可以分别为轮边电机。轮边电机设置简单,而且轮边电机靠近车轮2,从而可以使得陡坡缓降系统100布置合理。
根据本发明的一个优选实施例,如图1所示,陡坡缓降系统100还可以包括:方向盘转角传感器9和偏航率传感器7,方向盘转角传感器9和偏航率传感器7分别与整车控制器1相连,整车控制器1根据方向盘转角传感器9和偏航率传感器7的检测结果选择性地控制多个电机控制器4对多个电机3的扭矩分配,从而进行校正横摆力矩控制。例如,四个电机3可以驱动或者制动四个车轮2以不同转速转动,又如,四个电机3中的两个制动一侧的车轮2且另两个驱动另一侧的车轮2。
在陡坡缓降进行中,可能会出现路面不平导致汽车不能沿着直线匀速下坡的情况,其中驾驶员可以主动打方向盘8控制车辆直线匀速下坡。当然,本发明并不限于此,方向盘转角传感器9可以用于检测方向盘8的转动角度,这样整车控制器1可以根据方向盘8的转动角度判断驾驶员是否主动打方向盘8,当整车控制器1判断驾驶员未主动打方向盘8时,整车控制器1还可以根据偏航率传感器7判断车辆的横向摆动状况,从而通过电机控制器4合理分配给电机3一定的扭矩,进而可以校正横摆力矩,可以使得车辆直线匀速下坡。
具体地,整车控制器1计算出的横摆角速度与由偏航率传感器7测得的横摆角速度之间的差速为ΔΨ,车辆的质心侧偏角为Δβ,陡坡缓降系统100设定有预定横摆角速度差值门限值Ψ和质心侧偏角门限值β,在方向盘转角传感器9检测驾驶员未操纵方向盘8,且ΔΨ>Ψ或Δβ>β时,电机控制器4对多个电机3的扭矩进行分配,从而进行校正横摆力矩控制。其中,偏航率传感器7可以具有检测车辆的横摆角速度、纵向加速度和侧向加速度的作用。
下面结合图3提供横摆力矩的计算过程。
根据研究需要,将整车简化为线性二自由度的汽车模型(如图3所示)。分析中忽略转向系统的影响,直接以前轮转角作为输入;忽略悬架的作用,认为汽车车厢只作平行于地面的平面运动,即汽车沿z轴的位移、绕y轴的俯仰角与绕x轴的侧倾角均为零;不考虑轮胎的侧偏特性及空气动力的作用;并且汽车沿x轴的纵向速度视为不变。
图3中,O为汽车质心点;β为质心侧偏角;γ为横摆角速度;δi为前轮转角;FXi为轮胎纵向力;FYi为轮胎侧向力;FXi为轮胎纵向力;d为轮距;la和lb分别为质心到前后轴的距离;VX、VY为车体在固定坐标系下的纵向、侧向车速。
其动力学方程表示如下:
式中,m为整车质量;lz汽车绕Z轴的转动惯量;Mz为由各车轮2的纵向驱动力所产生的绕过汽车质心z轴的横摆力矩,即:
稳定性控制的目标是尽量保持β最小(趋近于零),同时使γ跟踪期望值,以实现驾驶员的意图。
根据二自由度车辆稳态转向理论,期望横摆角速度可表示为:
式中,γe为期望的横摆角速度;K为稳定性因数。
以滑模控制为例说明横摆力矩的计算方法。采用质心侧偏角和横摆角速度联合控制,定义滑模面为
式中,c为联合控制参数。由式(2)知,为γ的函数,故称式(6)为β和γ的联合控制。根据到达条件得:
将式(1)、(7)代入式(2),得
故,得出以β和γ为控制变量的附加横摆力矩表达式为
本文横摆力矩的计算方法不限于采用滑模控制,也可以采用PID(比例-积分-微分)控制等其他控制方法。总的计算思想是产生横摆力矩使车身稳定。
需要说明的是,在多个电机3产生的横摆力矩小于车辆所需的校正横摆力矩时,整车控制器1适于控制液压制动系统制动多个车轮2。换言之,液压控制系统和多个电机3共同维持车辆直线匀速行驶的校正横摆力矩。
另外,车辆的驾驶舱内可以设置有陡坡缓降控制按钮,陡坡缓降控制按钮与整车控制器1相连。在车辆将要进入下坡路况时,驾驶员可以触动陡坡缓降控制按钮,其中陡坡缓降控制按钮可以设置仪表板上或副仪表板上。
下面结合图2详细描述根据本发明实施例的陡坡缓降系统100的控制方法。
根据本发明实施例的陡坡缓降系统100的控制方法可以包括以下步骤:整车控制器1采集轮速传感器10和旋变传感器11的信息得到车辆的速度V1和电机3的转速;判断车辆的速度和预定速度V0之间的关系,当车辆的实际下坡速度V1<V0时,电机3驱动车轮2转动直至V1=V0,当车辆的实际下坡速度V1>V0时,电机3制动车轮2直至V1=V0。
如图2所示,电机3可以为电动发电机,当车辆的实际下坡速度V1>V0且动力电池5的SOC(State of Charge-荷电状态)<95%时,电机3制动车轮2。可以理解的是,当动力电池5中的SOC<95%时,电机3制动车轮2,车轮2可以反拖电机3,电机3作为发电机3使用以将反拖能量转化成电能,并且电能储存在动力电池5中。
进一步地,陡坡缓降系统100还可以包括:液压制动系统,当车辆的实际下坡速度V1>V0且SOC≥95%时,液压制动系统制动多个车轮2。此时,由于动力电池5内的电量较足,动力电池5无需电机3发电以对其进行充电,所以液压制动系统可以用于制动多个车轮2以使得车轮2速度维持在预定速度V0。
车辆在陡坡缓降时维持预定速度V0所需总制动力矩为ΔMb,多个电机3提供的最大制动力矩为ΔMm_max,当车辆的实际下坡速度V1>V0且ΔMb>ΔMm_max时,也就是说,当多个电机3的最大制动力矩小于车辆维持预定速度V0所需的总制动力矩时,多个电机3和液压制动系统可以共同制动车轮2。这样可以使得车辆仍以预定速度V0匀速下坡,从而可以提高车辆的下坡行驶平顺性。
进一步地,陡坡缓降系统100还可以包括:方向盘转角传感器9和偏航率传感器7,方向盘转角传感器9和偏航率传感器7分别与整车控制器1相连,整车控制器1计算出的横摆角速度与由偏航率传感器7测得的横摆角速度之间的差速为ΔΨ,车辆的质心侧偏角为Δβ,陡坡缓降系统100设定有预定横摆角速度差值门限值Ψ和质心侧偏角门限值β,在方向盘转角传感器9检测驾驶员未操纵方向盘8,且ΔΨ>Ψ或Δβ>β时,电机控制器4对多个电机3的扭矩进行分配,从而进行校正横摆力矩控制。可以理解的是,在驾驶员未操纵方向盘8时,车辆可以进入主动横摆力矩控制模式,这样可以更好地控制车辆以直线匀速下坡,从而可以提高车辆的行驶平顺性。
在本说明书的描述中,参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中,对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且,描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外,在不相互矛盾的情况下,本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本发明的实施例,可以理解的是,上述实施例是示例性的,不能理解为对本发明的限制,本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。
Claims (15)
1.一种陡坡缓降系统,其特征在于,包括:
多个车轮;
多个轮速传感器,所述多个轮速传感器与所述多个车轮相对应;
多个电机,所述多个电机与所述多个车轮相对应且选择性地驱动和制动所述车轮;
多个电机控制器,所述多个电机控制器分别与所述多个电机相连;
多个旋变传感器,所述多个旋变传感器与所述多个电机相对应;
整车控制器,所述整车控制器分别与所述多个轮速传感器、所述多个电机控制器和所述多个旋变传感器相连。
2.根据权利要求1所述的陡坡缓降系统,其特征在于,车辆预定速度为V0,当所述车辆的实际下坡速度V1<V0时,所述电机驱动所述车轮转动直至V1=V0;
当所述车辆的实际下坡速度V1>V0时,所述电机制动所述车轮直至V1=V0。
3.根据权利要求2所述的陡坡缓降系统,其特征在于,还包括:液压制动系统,所述液压制动系统与所述整车控制器相连且适于在车辆维持预定速度V0所需的总制动力矩大于所述电机最大制动力矩时制动所述多个车轮。
4.根据权利要求1所述的陡坡缓降系统,其特征在于,还包括:动力电池,所述动力电池与所述电机控制器相连,所述多个电机分别为电动发电机。
5.根据权利要求1所述的陡坡缓降系统,其特征在于,所述多个电机分别为轮边电机。
6.根据权利要求1所述的陡坡缓降系统,其特征在于,所述多个电机的电机轴上连接有变速器。
7.根据权利要求1所述的陡坡缓降系统,其特征在于,还包括:方向盘转角传感器和偏航率传感器,所述方向盘转角传感器和所述偏航率传感器分别与所述整车控制器相连,所述整车控制器根据所述方向盘转角传感器和所述偏航率传感器的检测结果选择性地控制所述多个电机控制器对所述多个电机的扭矩分配,从而进行校正横摆力矩控制。
8.根据权利要求7所述的陡坡缓降系统,其特征在于,所述整车控制器计算出的横摆角速度与由所述偏航率传感器测得的横摆角速度之间的差速为ΔΨ,车辆的质心侧偏角为Δβ,所述陡坡缓降系统设定有预定横摆角速度差值门限值Ψ和质心侧偏角门限值β,
在所述方向盘转角传感器检测驾驶员未操纵方向盘,且ΔΨ>Ψ或Δβ>β时,所述电机控制器对所述多个电机的扭矩进行分配,从而进行校正横摆力矩控制。
9.根据权利要求8所述的陡坡缓降系统,其特征在于,还包括:液压制动系统,所述液压制动系统与所述整车制动器相连,所述整车控制器适于在所述多个电机产生的横摆力矩小于车辆所需的校正横摆力矩时控制所述液压制动系统制动所述多个车轮。
10.根据权利要求1所述的陡坡缓降系统,其特征在于,车辆的驾驶舱内设置有陡坡缓降控制按钮,所述陡坡缓降控制按钮与所述整车控制器相连。
11.一种根据权利要求1-10中任一项所述的陡坡缓降系统的控制方法,其特征在于,包括以下步骤:
所述整车控制器采集所述轮速传感器和所述旋变传感器的信息得到所述车辆的速度V1和所述电机的转速;
判断所述车辆的速度V1和预定速度V0之间的关系,当所述车辆的实际下坡速度V1<V0时,所述电机驱动所述车轮转动直至V1=V0,当所述车辆的实际下坡速度V1>V0时,所述电机制动所述车轮直至V1=V0。
12.根据权利要求11所述的陡坡缓降系统的控制方法,其特征在于,所述电机为电动发电机,当所述车辆的实际下坡速度V1>V0且动力电池的SOC<95%时,所述电机制动所述车轮。
13.根据权利要求12所述的陡坡缓降系统的控制方法,其特征在于,所述陡坡缓降系统还包括:液压制动系统,当所述车辆的实际下坡速度V1>V0且SOC≥95%时,所述液压制动系统制动所述多个车轮。
14.根据权利要求11所述的陡坡缓降系统的控制方法,其特征在于,车辆在陡坡缓降时维持预定速度V0所需总制动力矩为ΔMb,所述多个电机提供的最大制动力矩为ΔMm_max,
当所述车辆的实际下坡速度V1>V0且ΔMb>ΔMm_max时,所述多个电机和液压制动系统共同制动所述车轮。
15.根据权利要求11所述的陡坡缓降系统的控制方法,其特征在于,所述陡坡缓降系统还包括:方向盘转角传感器和偏航率传感器,所述方向盘转角传感器和所述偏航率传感器分别与所述整车控制器相连,
所述整车控制器计算出的横摆角速度与由所述偏航率传感器测得的横摆角速度之间的差速为ΔΨ,车辆的质心侧偏角为Δβ,所述陡坡缓降系统设定有预定横摆角速度差值门限值Ψ和质心侧偏角门限值β,
在所述方向盘转角传感器检测驾驶员未操纵方向盘,且ΔΨ>Ψ或Δβ>β时,所述电机控制器对所述多个电机的扭矩进行分配,从而进行校正横摆力矩控制。
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CN201610812220.3A CN107813805A (zh) | 2016-09-09 | 2016-09-09 | 陡坡缓降系统及其控制方法 |
PCT/CN2017/099033 WO2018045881A1 (zh) | 2016-09-09 | 2017-08-25 | 用于车辆的陡坡缓降系统及其控制方法 |
US16/331,333 US10967870B2 (en) | 2016-09-09 | 2017-08-25 | Hill descent system for vehicle and control method thereof |
EP17848054.7A EP3511190A4 (en) | 2016-09-09 | 2017-08-25 | SLOW DEPARTMENT SYSTEM FOR PILOT HANGES FOR A VEHICLE AND CONTROL PROCESS THEREFOR |
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EP3511190A1 (en) | 2019-07-17 |
WO2018045881A1 (zh) | 2018-03-15 |
EP3511190A4 (en) | 2019-10-02 |
US10967870B2 (en) | 2021-04-06 |
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