CN110758397A - Control method of automobile ramp auxiliary system - Google Patents
Control method of automobile ramp auxiliary system Download PDFInfo
- Publication number
- CN110758397A CN110758397A CN201911075419.2A CN201911075419A CN110758397A CN 110758397 A CN110758397 A CN 110758397A CN 201911075419 A CN201911075419 A CN 201911075419A CN 110758397 A CN110758397 A CN 110758397A
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- vehicle
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- open valve
- esp controller
- assist system
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- 238000000034 method Methods 0.000 title claims abstract description 33
- 230000001174 ascending effect Effects 0.000 claims abstract description 5
- 230000000630 rising effect Effects 0.000 claims abstract description 5
- 230000005540 biological transmission Effects 0.000 claims description 4
- 230000004048 modification Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18027—Drive off, accelerating from standstill
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18118—Hill holding
Abstract
The invention provides a control method of a slope auxiliary system of an automobile, which is controlled by an ESP (electronic stability program) controller in the automobile, and the method comprises the following steps: the method comprises the steps that a brake pedal is stepped down, the speed of a vehicle is reduced until the vehicle stops on a slope, and an ESP controller measures the gradient of the vehicle and the direction of the vehicle ascending or descending; the ESP controller calculates the minimum hill-holding force of the vehicle based on the gradient of the vehicle and the uphill or downhill direction of the vehicle; the brake pedal is released, and a normally open valve in the ESP controller is closed after releasing the excessive parking force; engaging a driving gear, stepping down an accelerator pedal, increasing the torque of an engine, releasing brake pressure by a normally open valve, and keeping a stable state of the vehicle by matching with the increased torque of the engine; when the engine torque can start the vehicle, the normally open valve is fully opened; the technical method provided by the invention can eliminate the air release sound of the normally open valve, avoid the vehicle from rising, improve the use experience of customers and avoid the occurrence of after-sale complaints.
Description
Technical Field
The invention belongs to the technical field of automobile uphill auxiliary, and particularly relates to a control method of an automobile ramp auxiliary system.
Background
Generally, when a vehicle is driven to start on a slope (including two working conditions of forward gear uphill and reverse gear uphill), two modes are provided, one mode is that a clutch pedal is stepped to the bottom after the brake pedal is stepped on, a first gear or a reverse gear is engaged, then the brake pedal is kept, the clutch pedal is slowly released, when the vehicle shakes obviously, the brake pedal is released, an accelerator pedal is slowly stepped on, and the vehicle finishes starting; the other is that the hand brake is pulled up when starting, and when the vehicle has obvious shaking through the cooperation of the accelerator and the clutch, the hand brake is released, and the vehicle finishes starting; both methods are too complex to operate, have higher requirements on the driving technique and the driving experience of a driver, otherwise easily cause flameout and even safety accidents caused by vehicle sliding, and have poor driving and riding experience; meanwhile, improper operation can also cause excessive wear of the clutch, and the vehicle cost is increased.
The ESP system in the prior art enables the braking force of a vehicle when the vehicle is parked to be far larger than the parking force actually required by the vehicle through a brake pedal, the workload of parts of a brake system, particularly a basic brake system, is increased, a normally open valve is directly opened when the system recognizes that the vehicle can start, all brake pressure is released, and similar deflation sound can be generated.
Disclosure of Invention
The invention aims to provide a control method of an automobile ramp auxiliary system aiming at the defects in the technology, and aims to solve the problems of the automobile ramp auxiliary system.
The invention provides a control method of a slope auxiliary system of an automobile, which is controlled by an ESP (electronic stability program) controller in the automobile, and the method comprises the following steps:
s1: the method comprises the steps that a brake pedal is stepped down, the speed of a vehicle is reduced until the vehicle stops on a slope, and an ESP controller measures the gradient of the vehicle and the direction of the vehicle ascending or descending;
s2: the ESP controller calculates the minimum hill-holding force of the vehicle based on the gradient of the vehicle and the uphill or downhill direction of the vehicle;
s3: the brake pedal is released, and a normally open valve in the ESP controller is closed after releasing the excessive parking force, so that the pressure maintaining action is completed;
s4: engaging a driving gear, stepping down an accelerator pedal, increasing the torque of an engine, releasing brake pressure by a normally open valve, and keeping a stable state of the vehicle by matching with the increased torque of the engine;
s5: when the engine torque can start the vehicle, the normally open valve is fully opened to complete the starting action.
Further, the ESP controller determines the actual speed of vehicle travel via an active wheel speed sensor.
Further, the number of the active wheel speed sensors is multiple, and the active wheel speed sensors are arranged on the periphery of the wheel of the vehicle.
Further, engine torque is transmitted to the drive wheels through the driveline of the vehicle.
Further, the ESP controller identifies the driver's intention to start and the vehicle state through the opening degree of the accelerator pedal; the ESP controller recognizes the completion of the driver's stop by the vehicle state parameters to close the normally open valve.
Further, the vehicle state is a shift state, a parking state, an actual engine torque, and an actual engine speed.
Further, parking is mechanical, electronic hand brake or automatic parking.
Further, the vehicle is a manual transmission or an automatic transmission automobile.
Furthermore, a yaw rate sensor is arranged in the ESP controller, and the ESP controller measures the gradient of the vehicle and the ascending or descending direction of the vehicle through the yaw rate sensor.
By adopting the technical scheme, the method has the following beneficial effects: the air release sound when the normally open valve releases pressure is eliminated, noise is reduced, and the vehicle is prevented from rising, so that the uncomfortable feeling of the driver cabin brought to the client due to shaking is prevented, the use experience and the driving feeling of the client are improved, the after-sale complaint is avoided, the quality public praise of the product is improved, and the competitiveness of the product is improved.
Drawings
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
The invention will be further explained with reference to the drawings, in which:
FIG. 1 is a flow chart of a control method of a car ramp assisting system according to the present invention;
FIG. 2 is a graph illustrating a control method of the hill hold system of an automobile according to the present invention.
In the figure: 1-vehicle speed; 2-braking torque; 3-hill-holding force; 4-engine torque; 5-a brake pedal; 6-normally open valve; 7-accelerator pedal.
Detailed Description
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
As shown in fig. 1 to 2, the present invention provides a method for controlling a hill assist system of an automobile, the method being controlled by an ESP controller in the automobile, the method comprising:
s1: the method comprises the steps that a brake pedal 5 is stepped, the vehicle speed 1 is reduced until the vehicle stops on a slope along with the continuous increase of a brake torque 2, and at the moment, the ESP controller measures the gradient of the vehicle and the ascending or descending direction of the vehicle through a yaw rate sensor arranged in the ESP controller; specifically, the vehicle judges the direction of the vehicle longitudinally on the slope through a longitudinal acceleration value measured by a yaw rate sensor built in an ESP controller;
s2: then, the ESP controller calculates the minimum hill-holding force 3 of the vehicle based on the gradient of the vehicle and the uphill or downhill direction of the vehicle; specifically, after the gradient is measured, the minimum parking force 3 required by the vehicle for parking on the ramp is calculated to determine the pressure value of pressure maintaining inside the ESP controller, the redundant braking force applied by the driver during parking is removed, and the load of a braking system is reduced; the minimum hill-holding force 3 is used for calculating the parking force required by the vehicle in the ramp direction according to the whole vehicle weight parameter and the ramp value set in the ESP controller, namely the component of gravity in the ramp direction, and determining the minimum hill-holding force 3 by combining with the parameters of a braking system;
s3: the brake pedal 5 is released, and the normally open valve 6 in the ESP controller is closed after releasing the excessive parking force, so that the pressure maintaining action is completed;
s4: then, a driving gear is engaged, a driver steps on an accelerator pedal 7, the engine torque 4 rises along with the increase of the opening degree of an accelerator, a normally open valve releases 6 brake pressure, and the normal open valve is matched with the rising engine torque 4 to keep a stable state of the vehicle;
s5: finally, when the engine torque 4 can start the vehicle, the normally open valve 6 is completely opened to complete the starting action; specifically, the ESP controller calculates the minimum hill-holding force 3 required by the vehicle parked on the slope, and when the driver releases the brake pedal 5, the ESP controller closes the ESP controller by controlling the normally-open valve 6 to release the excessive hill-holding force, thereby completing the pressure maintaining action; when starting, the valve 6 is opened when the opening of the accelerator is increased to adjust the opening to gradually release the brake pressure, and the vehicle is kept in a stable state by matching with the increased engine torque 4; when the engine torque 4 can start the vehicle, the normally open valve 6 is completely opened to finish the vehicle starting action; further, the vehicle is a manual gear or automatic gear vehicle, and can be a fuel vehicle or a new energy vehicle; by adopting the technical method, according to the minimum required slope force 3, the braking pressure of the ESP controller is adjusted by controlling the normally open valve 6, the load of a braking system is reduced, the normally open valve 6 is gradually released when starting, the air release sound generated when the normally open valve 6 suddenly releases the pressure is eliminated, the noise is reduced, and the vehicle is prevented from rising, so that the uncomfortable feeling of the driver cabin caused by shaking is prevented, the use experience and driving feeling of the driver are improved, the complaint after sale is avoided, the product quality public praise is improved, and the competitiveness of the product is improved.
Preferably, in combination with the above solution, as shown in fig. 1, in the present embodiment, the ESP controller determines the actual vehicle running speed through the active wheel speed sensor; furthermore, a plurality of active wheel speed sensors are arranged at the periphery of the wheels of the vehicle, and the actual running speed of the vehicle is determined by the active wheel speed sensors arranged at the periphery of the four wheels of the whole vehicle; further, the engine torque 4 is transmitted to the drive wheels through the transmission system of the vehicle, so that the vehicle can be quickly started; further, the ESP controller recognizes the driver's intention to take off and the vehicle state from the opening of the accelerator pedal 7; the ESP controller recognizes the completion of the driver's parking through the vehicle state parameters to close the normally open valve 6, thereby maintaining the brake system pressure for a period of time at which the driver depresses the brake pedal 5 to completely stop the vehicle; further, the vehicle state is a gear state, a parking state, an actual engine torque and an actual engine speed; further, the parking is mechanical, electronic hand brake or automatic parking, and the suitability is strong.
As shown in fig. 2, when the driver depresses the brake pedal 5 of the vehicle in the traveling state at point a, the vehicle speed 1 starts to decrease, the braking torque 2 starts to increase, the engine torque 4 starts to decrease, the opening degree of the normally open valve 6 is kept unchanged, and the accelerator pedal 7 is released; when the vehicle is at the point B, the vehicle speed 1 is zero at the moment, the vehicle stops, the braking torque 2 is increased, the engine torque 4 is reduced to the minimum, the braking force of the brake pedal 5 reaches the maximum, the normally open valve 6 is kept unchanged, and the accelerator pedal 7 is in a released state; when the vehicle is at the point C, the vehicle speed 1 is zero at the moment, the vehicle is still in a stop state, the brake pedal 5 is released, the brake torque 2 starts to be reduced, the engine torque 4 is still in a lowest state, the normally open valve 6 starts to maintain pressure, and the accelerator pedal 7 is still in a release state; when the vehicle is at the point D, the vehicle speed 1 is zero at the moment, the vehicle is still in a stopped state, the braking force of the brake pedal 5 is reduced to the minimum, the braking torque 2 is reduced and kept unchanged, the engine torque 4 is still in a minimum state, the normally open valve 6 is in a pressure maintaining state, and the accelerator pedal 7 is still in a released state; when the vehicle is at the point E, the driver puts into a driving gear, and steps on the accelerator pedal 7 to increase the pedal force, at the moment, the vehicle speed 1 is zero, the vehicle is still in a stop state, the braking torque 2 starts to be reduced, the engine torque 4 starts to be increased, the braking force of the braking pedal 5 is in a lowest state, and the normally open valve 6 starts to release pressure; when the vehicle is at the point F, the braking torque 2 is reduced to the minimum, the brake pedal 5 is in a released state, the engine torque 4 continues to rise, the normally open valve 6 is completely opened to release pressure, the accelerator pedal 7 continues to increase the pedal force, the vehicle speed 1 starts to increase, and the vehicle starts to finish; it should be noted that in this process, the minimum hill-holding force 3 with which the vehicle is parked on the slope is unchanged; the brake force of the vehicle when the vehicle is stopped can not be far greater than the actual requirement parking force of the vehicle through the brake pedal 5, the work load of parts of a brake system, particularly a basic brake system, is reduced, the ESP controller identifies and slowly releases the brake pressure of the normally open valve 6, the ESP controller is matched with the raised engine torque 4 to keep a stable state of the vehicle, when the engine torque 4 can enable the vehicle to start, the normally open valve 6 is completely opened to enable the vehicle to start, the generation of air bleeding-like sound is avoided, the obvious vehicle-starting problem caused by the release of the parking force while the vehicle torque is continuously increased is prevented from occurring, therefore, the condition that shaking is transmitted to a cab to cause uncomfortable driving of a client is avoided, the use experience of the client is improved, the after-sale complaint is avoided, and the product quality public praise.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way. Those skilled in the art can make numerous possible variations and modifications to the described embodiments, or modify equivalent embodiments, without departing from the scope of the invention. Therefore, any modification, equivalent change and modification made to the above embodiments according to the technology of the present invention are within the protection scope of the present invention, unless the content of the technical solution of the present invention is departed from.
Claims (9)
1. A method of controlling a hill assist system for a vehicle, the method being controlled by an ESP controller in the vehicle, the method comprising:
s1: the ESP controller measures the gradient magnitude of the vehicle and the uphill or downhill direction of the vehicle when the vehicle stops on a slope by stepping down a brake pedal and the vehicle speed is reduced until the vehicle stops on the slope;
s2: the ESP controller calculates the minimum hill-holding force of the vehicle based on the gradient magnitude of the vehicle and the uphill or downhill direction of the vehicle;
s3: the brake pedal is released, and a normally open valve in the ESP controller is closed after releasing the excessive parking force, so that the pressure maintaining action is completed;
s4: the driving gear is engaged, the accelerator pedal is stepped, the engine torque rises, and the normally open valve releases the brake pressure and is matched with the rising engine torque to keep the stable state of the vehicle;
s5: when the engine torque can start the vehicle, the normally open valve is fully opened to complete the starting action.
2. The method of controlling a vehicle hill assist system according to claim 1 wherein the ESP controller determines the actual speed of vehicle travel by an active wheel speed sensor.
3. The control method for a ramp assist system of a vehicle according to claim 2, wherein the number of the active wheel speed sensors is plural, and the active wheel speed sensors are provided around a wheel of the vehicle.
4. The method of claim 3, wherein the engine torque is transmitted to the drive wheels through a driveline of the vehicle.
5. The control method of an automobile hill assist system according to claim 3, characterized in that the ESP controller identifies a driver's intention to take off and the vehicle state by an accelerator pedal opening degree; the ESP controller recognizes the completion of the driver's stop by the vehicle state parameters to close the normally open valve.
6. The control method of a hill assist system for a vehicle according to claim 5, wherein the vehicle state is a shift position state, a parking state, an actual torque of an engine, and an actual rotation speed of the engine.
7. The method of controlling a hill-assist system for a vehicle according to claim 6 wherein the parking is a mechanical, electronic hand brake or automatic parking.
8. The method of controlling a car hill assist system according to claim 1, wherein the vehicle is a manual or automatic transmission car.
9. The method for controlling an automobile hill assist system according to claim 1, wherein a yaw rate sensor is provided in the ESP controller, and the ESP controller measures the magnitude of the grade of the vehicle and the direction of the vehicle ascending or descending through the yaw rate sensor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911075419.2A CN110758397A (en) | 2019-11-06 | 2019-11-06 | Control method of automobile ramp auxiliary system |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911075419.2A CN110758397A (en) | 2019-11-06 | 2019-11-06 | Control method of automobile ramp auxiliary system |
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| CN110758397A true CN110758397A (en) | 2020-02-07 |
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| CN201911075419.2A Pending CN110758397A (en) | 2019-11-06 | 2019-11-06 | Control method of automobile ramp auxiliary system |
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Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111452793A (en) * | 2020-04-26 | 2020-07-28 | 新石器慧通（北京）科技有限公司 | Unmanned vehicle gear control method, unmanned vehicle and storage medium |
| CN111605552A (en) * | 2020-04-16 | 2020-09-01 | 吉利汽车研究院（宁波）有限公司 | Starting auxiliary control method and device for vehicle, vehicle and storage medium |
| CN111873899A (en) * | 2020-07-31 | 2020-11-03 | 重庆长安汽车股份有限公司 | Automobile temporary parking warning method, vehicle-mounted equipment, vehicle and storage medium |
| CN112208357A (en) * | 2020-10-23 | 2021-01-12 | 大陆泰密克汽车系统（上海）有限公司 | Control method for parking brake system, parking brake system and vehicle |
| CN112277909A (en) * | 2020-10-23 | 2021-01-29 | 大陆泰密克汽车系统（上海）有限公司 | Control method for parking brake system, parking brake system and vehicle |
| CN113335284A (en) * | 2021-06-29 | 2021-09-03 | 东风华神汽车有限公司 | Control method and control system for automobile hill start |
| CN113442922A (en) * | 2021-06-04 | 2021-09-28 | 黄冈格罗夫氢能汽车有限公司 | Ramp auxiliary system of hydrogen fuel cell hydrogen energy automobile |
| CN114248630A (en) * | 2020-09-23 | 2022-03-29 | 广汽埃安新能源汽车有限公司 | Anti-slope-sliding parking control method of electric automobile, whole automobile controller and medium |
| CN114852023A (en) * | 2022-06-02 | 2022-08-05 | 中国第一汽车股份有限公司 | Vehicle control method, vehicle, and nonvolatile storage medium |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111605552A (en) * | 2020-04-16 | 2020-09-01 | 吉利汽车研究院（宁波）有限公司 | Starting auxiliary control method and device for vehicle, vehicle and storage medium |
| CN111452793A (en) * | 2020-04-26 | 2020-07-28 | 新石器慧通（北京）科技有限公司 | Unmanned vehicle gear control method, unmanned vehicle and storage medium |
| CN111873899A (en) * | 2020-07-31 | 2020-11-03 | 重庆长安汽车股份有限公司 | Automobile temporary parking warning method, vehicle-mounted equipment, vehicle and storage medium |
| CN114248630A (en) * | 2020-09-23 | 2022-03-29 | 广汽埃安新能源汽车有限公司 | Anti-slope-sliding parking control method of electric automobile, whole automobile controller and medium |
| CN112208357A (en) * | 2020-10-23 | 2021-01-12 | 大陆泰密克汽车系统（上海）有限公司 | Control method for parking brake system, parking brake system and vehicle |
| CN112277909A (en) * | 2020-10-23 | 2021-01-29 | 大陆泰密克汽车系统（上海）有限公司 | Control method for parking brake system, parking brake system and vehicle |
| CN113442922A (en) * | 2021-06-04 | 2021-09-28 | 黄冈格罗夫氢能汽车有限公司 | Ramp auxiliary system of hydrogen fuel cell hydrogen energy automobile |
| CN113335284A (en) * | 2021-06-29 | 2021-09-03 | 东风华神汽车有限公司 | Control method and control system for automobile hill start |
| CN114852023A (en) * | 2022-06-02 | 2022-08-05 | 中国第一汽车股份有限公司 | Vehicle control method, vehicle, and nonvolatile storage medium |
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