CN111169441B - Automatic parking control method, system and terminal - Google Patents
Automatic parking control method, system and terminal Download PDFInfo
- Publication number
- CN111169441B CN111169441B CN202010029195.8A CN202010029195A CN111169441B CN 111169441 B CN111169441 B CN 111169441B CN 202010029195 A CN202010029195 A CN 202010029195A CN 111169441 B CN111169441 B CN 111169441B
- Authority
- CN
- China
- Prior art keywords
- vehicle
- torque
- motor
- automatic parking
- information
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
本发明公开了一种自动驻车控制方法，包括：监测车辆的工作状态信息；判断所述工作状态信息是否满足预设的自动驻车条件；若是，则获取所述车辆所处路段的坡度信息和整车质量信息；根据所述坡度信息和整车质量信息计算使所述车辆保持静止所需的电机输出扭矩；根据所述输出扭矩控制所述电机输出与车轮转动方向相反的堵转扭矩；控制车辆传动装置的传动齿轮与所述电机的输出轴连接，以使所述传动装置对所述堵转扭矩进行增扭，并将增扭后的所述堵转扭矩输出到车轮端用于保持车辆静止。本发明提供的技术方案，利用车辆已有的装置即可实现自动驻车的增值功能，无需为此专门装备ESP系统，有效降低整车成本。
The invention discloses an automatic parking control method, comprising: monitoring working state information of a vehicle; judging whether the working state information satisfies a preset automatic parking condition; if so, acquiring the gradient information of the road section where the vehicle is located and vehicle mass information; calculate the motor output torque required to keep the vehicle stationary according to the gradient information and the vehicle mass information; control the motor to output a stall torque opposite to the wheel rotation direction according to the output torque; The transmission gear of the control vehicle transmission device is connected with the output shaft of the electric motor, so that the transmission device increases the torque of the locked-rotor torque, and outputs the locked-rotor torque after the torque increase to the wheel end for maintaining Vehicle is stationary. The technical solution provided by the present invention can realize the value-added function of automatic parking by utilizing the existing devices of the vehicle, without the need to specially equip the ESP system for this purpose, thereby effectively reducing the cost of the whole vehicle.
Description
Technical Field
The invention relates to the field of vehicle control, in particular to an automatic parking control method, an automatic parking control system and a terminal.
Background
With the development of various novel electronic technologies and interdiscipline, various new technologies applied in automobiles emerge endlessly, and the introduction of various new auxiliary functions ensures that the automobile is more comfortable, more environment-friendly and safer to drive. The automatic parking technology is a new technology adopted by some automobile manufacturers in recent years, the automatic parking function adopted at present is basically based on an extension of an Electronic Stability Program (ESP), the ESP is mainly used for controlling, when a vehicle is parked temporarily, a computer can measure the levelness of a vehicle body and the torque of wheels through a series of sensors, a judgment is made on the slipping trend of the vehicle, and a proper braking force is applied to the wheels to make the vehicle still; when the driver presses the pedal to drive the vehicle, the system monitors the pedal signal to control the brake to be released. The traditional automatic parking scheme requires a complete ESP system, generally at a high cost, and therefore, the vehicle with low cost generally does not have the function.
At present, an automatic parking scheme applied to a 48V hybrid vehicle model is implemented by basically controlling a brake through an ESP system, firstly, a driver is required to activate an automatic parking function through a button, after the automatic parking function is manually activated, an ESP controller controls a brake disc to brake the vehicle when detecting that the vehicle speed is 0, the braking force is adjusted and maintained by calculating friction force through a gradient signal, and after the driver steps on an accelerator, the ESP controller detects the driver demand, releases the brake disc and releases the torque of a power system. The core of the implementation mode of the automatic parking scheme is still to utilize a mechanical brake system, and a controller is additionally added to control a relevant mechanical pipeline, wherein power output is controlled by an engine controller and a gearbox controller, unlocking of the brake system is independently controlled by an ESP system, the three controllers work simultaneously, the cooperation difficulty is high, the release of engine torque, gearbox gears and brake calipers is difficult to completely synchronize, the problems of dragging and abnormal sound are easy to occur, and the starting speed is low.
In view of the foregoing, it is desirable to design an automatic parking control method, system and terminal, which improve the existing situation.
Disclosure of Invention
The invention aims to provide an automatic parking control method, an automatic parking control system and a terminal, which are used for solving various problems in the existing automatic parking scheme.
In one aspect, the present invention provides an automatic parking control method, including:
monitoring working state information of a vehicle, wherein the working state information comprises vehicle speed information and brake pedal state information;
judging whether the working state information meets a preset automatic parking condition or not;
if the working state information meets the automatic parking condition, acquiring gradient information of a road section where the vehicle is located and the quality information of the whole vehicle;
calculating the motor output torque required for keeping the vehicle static according to the gradient information and the whole vehicle mass information;
controlling the motor to output a locked-rotor torque opposite to the rotation direction of the wheels according to the output torque;
and controlling a transmission gear of a vehicle transmission device to be connected with an output shaft of the motor so that the transmission device increases the torque of the locked-rotor torque, and outputting the locked-rotor torque after the torque is increased to a wheel end to keep the vehicle static.
By adopting the automatic parking control method, when the vehicle meets the automatic parking condition, the motor outputs reverse torque under the locked-rotor working condition, the rigid connection between the motor and the wheel end is realized by the connection of the motor output shaft and the transmission device, the transmission device increases the torque of the locked-rotor torque of the motor through the transmission gear, so that the braking torque enough to overcome the slip torque of the vehicle caused by the self weight is output to the wheel end, and the vehicle is kept static.
Further, the automatic parking condition includes that the vehicle speed is zero and the brake pedal is depressed.
Further, when a transmission gear of the vehicle transmission device is controlled to be connected with an output shaft of the motor, the transmission device is controlled to be decoupled with the engine, so that the engine idles or stops, namely, the engine is in an idling or automatic stop state in an automatic parking state, the load of the engine is reduced, low oil consumption and low vibration of the engine during automatic parking are realized, and the idling economy and the comfort are improved.
Further, the calculating the motor output torque required for keeping the vehicle stationary according to the gradient information and the whole vehicle mass information comprises:
calculating a pre-control torque according to the gradient information and the whole vehicle mass information, wherein the pre-control torque T1 is obtained by calculating according to the following formula:
wherein M is the total vehicle mass, kg;
g is the acceleration of gravity, m/s2；
Alpha is a gradient signal;
r is the tire radius, m;
r1 is the gear ratio of the motor;
r2 is the speed ratio between the motor output shaft and the gear input shaft.
Further, the calculating the motor output torque required for keeping the vehicle stationary according to the gradient information and the whole vehicle mass information further comprises:
monitoring vehicle speed information in real time, calculating an adjustment torque delta T according to the vehicle speed information, and calculating a real-time output torque required for keeping the vehicle stationary by the following formula,
T2＝T1+ΔT
where T1 represents the pilot torque calculated from the grade information, Δ T represents the trim torque calculated from the vehicle speed information, and T2 represents the motor real-time output torque required to hold the vehicle stationary.
The output torque required by keeping the vehicle static is calculated by adopting the method, and the output torque can be adjusted in real time according to the actual condition of the vehicle, so that dynamic working conditions such as vehicle sliding and the like can be responded more timely and accurately, and the reliability of the automatic parking function is improved.
Further, the transmission device is a gearbox or a speed reducer.
Further, the transmission device is a gearbox, and the connection between the transmission gear of the vehicle transmission device and the output shaft of the motor specifically comprises:
controlling an input shaft gear of the gearbox to be connected with an output shaft of the motor;
and controlling a corresponding transmission gear of the gearbox to be jointed with the input shaft gear, so that the motor output shaft is connected with the transmission gear through the input shaft gear, and the locked-rotor torque output by the motor output shaft is subjected to torque increase at a certain speed ratio through the input shaft gear and the transmission gear, so that the braking torque required for keeping the vehicle stationary is achieved, and the braking torque is output to the wheel end to keep the vehicle stationary.
Further, the automatic parking control method further includes: and sending a parking state signal to the vehicle control unit and the instrument desk to prompt a driver.
Further, the automatic parking control method further includes: under the motor locked-rotor working condition, monitoring the current and the temperature of the motor in real time;
when the motor current is greater than or equal to a preset current threshold value or the motor temperature is greater than or equal to a preset temperature threshold value, the motor is controlled to exit from the locked-rotor working condition so as to stop locked-rotor torque output of the motor, meanwhile, a parking state updating signal is sent to remind a driver to use a brake to take over a vehicle, and therefore the motor is prevented from being over-current or over-temperature caused by long-time locked-rotor of the motor, and the motor is prevented from being burnt out.
Further, the automatic parking control method further includes:
monitoring accelerator pedal state information;
and if the accelerator pedal is stepped, controlling the motor to exit the locked-rotor working condition and outputting a forward torque.
After a driver steps on an accelerator pedal, the driver is informed of a starting requirement, the motor is immediately controlled to exit from a locked-rotor working condition and output a forward torque, and meanwhile, a gearbox controller also carries out gear engaging operation according to the requirement of a finished vehicle controller to drive the vehicle to move forward. Because the motor can explode the peak torque under extremely low rotational speed, output forward torque and carry out auxiliary drive to vehicle start, therefore the start after the automatic parking of unblock is more rapid than traditional vehicle, and the unblock of automatic parking simultaneously and the start drive after the unblock all are decided by this single factor of motor and controller, consequently highly cooperate, the condition that traditional scheme multisystem or a plurality of controllers lead to driving the impression poor in transient state asynchronous can not appear, effectively promotes user experience.
In another aspect, the present invention also provides an automatic parking control system, including:
the system comprises a first monitoring module, a second monitoring module and a control module, wherein the first monitoring module is used for monitoring the working state information of a vehicle, and the working state information comprises vehicle speed information and brake pedal state information;
the judging module is used for judging whether the working state information meets a preset automatic parking condition or not;
the acquisition module is used for acquiring gradient information of a road section where the vehicle is located and the mass of the whole vehicle if the working state information meets the automatic parking condition;
the calculating module is used for calculating the motor output torque required by keeping the vehicle static according to the gradient information and the whole vehicle mass;
the motor control module is used for controlling the motor to output a locked-rotor torque opposite to the rotation direction of the wheels according to the output torque;
and the transmission device control module is used for controlling a transmission gear of the vehicle transmission device to be connected with an output shaft of the motor so that the transmission device can increase the torque of the locked torque, and the locked torque after the torque is increased is output to a wheel end to keep the vehicle static.
Accordingly, the present invention also provides a computer storage medium having at least one instruction, at least one program, a set of codes, or a set of instructions stored therein, the at least one instruction, at least one program, set of codes, or set of instructions being loaded by a processor and executing the automatic parking control method as described above.
Correspondingly, the invention further provides a vehicle-mounted terminal, which comprises a processor and a memory, wherein at least one instruction, at least one program, a code set or an instruction set is stored in the memory, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to realize the automatic parking control method.
Compared with the prior art, the automatic parking control method, the automatic parking control system and the automatic parking control terminal can realize automatic parking by utilizing the existing device of the vehicle without specially equipping a whole set of ESP system, thereby effectively reducing the cost of the whole vehicle; the engine can idle or be automatically stopped in an automatic parking state, so that low oil consumption and low vibration of the engine are realized during automatic parking, and the idle economy and the comfort are improved; in addition, the unlocking of the automatic parking and the starting driving after the unlocking are determined by a single factor of the motor and the controller thereof, so that the high cooperation is realized, the condition that the driving feeling is poor due to the fact that multiple systems or multiple controllers are not synchronous in the transient state in the traditional scheme is avoided, and the user experience is effectively improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions and advantages of the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic flow chart diagram of an automatic parking control method provided by an embodiment of the invention;
FIG. 2 is a schematic flow chart diagram illustrating another automatic parking control method provided by an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of an automatic parking control system according to an embodiment of the present invention;
FIG. 4 is a block diagram of a computing module in an embodiment of the invention;
FIG. 5 is a schematic structural diagram of another automatic parking control system provided by an embodiment of the invention;
fig. 6 is a schematic structural diagram of the position of the motor in the transmission system in the embodiment of the invention.
The following is a supplementary description of the drawings:
3-automatic parking control system, 310-first monitoring module, 320-judging module, 330-first obtaining module, 340-calculating module, 341-first calculating unit, 342-second calculating unit, 350-motor control module, 360-transmission control module, 510-vehicle controller, 520-motor controller, 530-motor, 540-transmission controller, 550-transmission, 560-instrument, 570-wheel speed sensor, 580-pedal sensor and 590-gradient sensor.
Detailed Description
The technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or server that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example (b):
fig. 1 is a schematic flow chart of an automatic parking control method provided by an embodiment of the invention, and the present specification provides the method operation steps as described in the embodiment or the flowchart, but more or less operation steps can be included based on conventional or non-inventive labor. The order of steps recited in the embodiments is merely one manner of performing the steps in a multitude of orders and does not represent the only order of execution. In practice, the system or server product may be implemented in a sequential or parallel manner (e.g., parallel processor or multi-threaded environment) according to the embodiments or methods shown in the figures. Specifically, as shown in fig. 1, the method may include:
s101: monitoring working state information of a vehicle, wherein the working state information comprises vehicle speed information and brake pedal state information;
s103: judging whether the working state information meets a preset automatic parking condition or not;
the automatic parking condition comprises that the vehicle speed is zero and the brake pedal is pressed, namely when the vehicle speed is detected to be zero and the brake pedal is pressed by a driver, the driver can be judged to have a parking requirement, and the working state of the vehicle at the moment meets the automatic parking condition.
S105: if the working state information meets the automatic parking condition, acquiring gradient information of a road section where the vehicle is located and the quality information of the whole vehicle;
s107: calculating the motor output torque required for keeping the vehicle static according to the gradient information and the whole vehicle mass information;
in a specific embodiment, the calculating the motor output torque required to keep the vehicle stationary according to the gradient information and the vehicle mass information includes:
calculating a pre-control torque according to the gradient information and the whole vehicle mass information, wherein the pre-control torque T1 is obtained by calculating according to the following formula:
wherein M is the total vehicle mass, kg;
g is the acceleration of gravity, m/s2；
Alpha is a gradient signal;
r is the tire radius, m;
r1 is the gear ratio of the motor;
r2 is the speed ratio between the motor output shaft and the gear input shaft.
Preferably, the calculating the output torque of the motor required for keeping the vehicle stationary according to the gradient information and the whole vehicle mass information further comprises:
calculating an adjustment torque deltat based on the vehicle speed information, and calculating a real-time output torque required to keep the vehicle stationary by the following formula,
T2＝T1+ΔT
where T1 represents the pilot torque calculated from the grade information, Δ T represents the trim torque calculated from the vehicle speed information, and T2 represents the motor real-time output torque required to hold the vehicle stationary. Specifically, the main influencing factors of the adjusting torque Δ T include vehicle weight and wheel speed, and in specific operation, the adjusting torque Δ T is set in software as a map with the vehicle weight/wheel speed as an X/Y axis, and is calibrated according to actual parameter information of the vehicle. The vehicle speed information is vehicle wheel speed information.
The motor output torque required by keeping the vehicle static is calculated by adopting the method, and the output torque can be adjusted in real time according to the actual condition of the vehicle, so that dynamic working conditions such as vehicle sliding and the like can be responded more timely and accurately, and the reliability of the automatic parking function is improved.
S109: controlling the motor to output a locked-rotor torque opposite to the rotation direction of the wheels according to the output torque;
s111: and controlling a transmission gear of a vehicle transmission device to be connected with an output shaft of the motor so that the transmission device increases the torque of the locked-rotor torque, and outputting the locked-rotor torque after the torque is increased to a wheel end to keep the vehicle static.
In some embodiments, the transmission is a gearbox or a retarder.
In a specific embodiment, the transmission device is a gearbox, the motor is disposed in the gearbox, and the connection between the transmission gear of the vehicle transmission device and the output shaft of the motor specifically includes:
controlling an input shaft gear of the gearbox to be connected with an output shaft of the motor;
and controlling a corresponding transmission gear of the gearbox to be jointed with the input shaft gear, so that the output shaft of the motor is connected with the transmission gear through the input shaft gear, and because the motor has a certain speed ratio with the input shaft gear and the transmission gear, the locked-rotor torque output by the output shaft of the motor obtains torque increase with a certain speed ratio through the input shaft gear and the transmission gear, so that the braking torque required by keeping the vehicle stationary is achieved, and the braking torque is output to the wheel end to keep the vehicle stationary.
In a specific embodiment, the transmission device is a speed reducer, an output shaft of the motor is connected with a transmission gear of the speed reducer, locked-rotor torque output by the output shaft of the motor obtains torque increase with a certain speed ratio through the transmission gear of the speed reducer, so that output torque required for keeping the vehicle stationary is achieved, and the output torque is output to the wheel end to keep the vehicle stationary.
By adopting the automatic parking control method, when the vehicle meets the automatic parking condition, the motor outputs reverse torque under the locked-rotor working condition, the rigid connection between the motor and the wheel end is realized by the connection of the motor output shaft and the transmission device, the transmission device increases the torque of the locked-rotor torque of the motor through the transmission gear, so that the braking torque enough to overcome the slip torque of the vehicle caused by the self weight is output to the wheel end, and the vehicle is kept static.
In some embodiments, the automatic parking control method further includes: and sending a parking state signal to the vehicle control unit and the instrument desk to prompt a driver.
In some embodiments, the automatic parking control method further includes: under the motor locked-rotor working condition, monitoring the current and the temperature of the motor in real time;
when the motor current is greater than or equal to a preset current threshold value or the motor temperature is greater than or equal to a preset temperature threshold value, the motor is controlled to exit from the locked-rotor working condition so as to stop locked-rotor torque output of the motor, meanwhile, a parking state updating signal is sent to remind a driver to use a brake to take over a vehicle, and therefore the motor is prevented from being over-current or over-temperature caused by long-time locked-rotor of the motor, and the motor is prevented from being burnt out.
In some embodiments, the monitoring the temperature of the motor in real time specifically includes: monitoring whether the stator temperature and the rotor temperature of the motor are greater than or equal to a preset temperature threshold value or not in real time;
if the stator temperature and/or the rotor temperature are/is larger than or equal to a preset temperature threshold value, the motor is controlled to exit the locked-rotor working condition, meanwhile, a parking state updating signal is sent, a driver is reminded to use a brake to take over the vehicle, and therefore the motor is prevented from being burnt out due to overhigh temperature caused by long-time locked-rotor.
Although the motors have the capacity of blocking and not damaging within a certain time, the motor is inevitably worn and broken down due to long-time blocking of the motor under the harsh working condition.
In some embodiments, the automatic parking control method further includes:
monitoring accelerator pedal state information;
and if the accelerator pedal is stepped, controlling the motor to exit the locked-rotor working condition and outputting a forward torque.
After a driver steps on an accelerator pedal, the driver is informed of a starting requirement, the motor is immediately controlled to exit from a locked-rotor working condition and output a forward torque, and meanwhile, a gearbox controller also carries out gear engaging operation according to the requirement of a finished vehicle controller to drive the vehicle to move forward. Because the motor can explode the peak torque under extremely low rotational speed, output forward torque and carry out auxiliary drive to vehicle start, therefore the start after the automatic parking of unblock is more rapid than traditional vehicle, and the unblock of automatic parking simultaneously and the start drive after the unblock all are decided by this single factor of motor and controller, consequently highly cooperate, the condition that traditional scheme multisystem or a plurality of controllers lead to driving the impression poor in transient state asynchronous can not appear, effectively promotes user experience.
Fig. 2 is a schematic flow chart of another method for controlling overheat protection of an electric vacuum pump according to the above embodiment, and specifically, in conjunction with fig. 2, the method may include:
s201: monitoring working state information of a vehicle, wherein the working state information comprises vehicle speed information and brake pedal state information;
s203: judging whether the working state information meets a preset automatic parking condition or not;
s205: if the working state information meets the automatic parking condition, acquiring gradient information of a road section where the vehicle is located and the quality information of the whole vehicle;
s207: calculating the motor output torque required for keeping the vehicle static according to the gradient information and the whole vehicle mass information;
s209: controlling the motor to output a locked-rotor torque opposite to the rotation direction of the wheels according to the output torque;
s211: controlling the transmission to be decoupled from an engine to idle or stop the engine;
s213: and controlling a transmission gear of a vehicle transmission device to be connected with an output shaft of the motor so that the transmission device increases the torque of the locked-rotor torque, and outputting the locked-rotor torque after the torque is increased to a wheel end to keep the vehicle static.
Preferably, the step S211 and the step S213 are performed simultaneously, that is, the transmission gear of the vehicle transmission device is controlled to be connected with the output shaft of the motor and the transmission device is controlled to be decoupled from the engine, so that the engine idles or stops, and the synchronous coordination control of the two steps can ensure smooth output of the braking force. Of course, the step S211 may also occur before the step S213, that is, after the transmission is controlled to be completely decoupled from the engine, the transmission gear of the vehicle transmission is controlled to be connected with the output shaft of the motor, so as to reduce the load of the engine during the automatic parking process.
In the prior art, the automatic parking function of a vehicle is mainly controlled by an ESP system, when an ESP controller detects that the vehicle speed is 0, a brake disc is controlled to brake the vehicle, when the driving requirement of a driver is detected, the brake disc is released, the torque of a power system is released, and in order to ensure that starting is as smooth and fast as possible, a hydraulic torque converter and an engine are always in a coupled state when the vehicle is automatically parked, the load of the engine is very large, the idling oil consumption is higher, and generally, obvious vibration exists, so that the idling comfort is influenced. In the embodiment of the invention, the transmission gear of the vehicle transmission device is controlled to be connected with the output shaft of the motor, and the engine and the transmission device are controlled to be completely decoupled, so that the engine idles or stops, namely the engine is in an idling or automatic stop state in an automatic parking state, the load of the engine is reduced, the low oil consumption and the low vibration of the engine during automatic parking are realized, and the idling economy and the comfort are improved.
An embodiment of the present invention further provides an automatic parking control system, as shown in fig. 3, where the automatic parking control system 3 includes:
the first monitoring module 310 is used for monitoring the working state information of the vehicle, wherein the working state information comprises vehicle speed information and brake pedal state information;
the judging module 320 is configured to judge whether the working state information meets a preset automatic parking condition, where the automatic parking condition includes that a vehicle speed is zero and a brake pedal is pressed down;
an obtaining module 330, configured to obtain gradient information of a road section where the vehicle is located and a vehicle mass if the operating state information meets the automatic parking condition;
the calculating module 340 is used for calculating the motor output torque required for keeping the vehicle stationary according to the gradient information and the whole vehicle mass information;
the motor control module 350 is used for controlling the motor to output a locked-rotor torque opposite to the rotation direction of the wheels according to the output torque;
and a transmission control module 360, configured to control a transmission gear of a vehicle transmission to be connected to an output shaft of the motor, so that the transmission increases the torque of the locked-rotor torque, and outputs the locked-rotor torque after increasing the torque to a wheel end to keep the vehicle stationary.
In some embodiments, as shown in fig. 4, the calculation module 340 includes:
the first calculating unit 341 is configured to calculate a pre-control torque according to the gradient information and the vehicle mass information, where the pre-control torque T1 is calculated by the following formula:
wherein M is the total vehicle mass, kg;
g is the acceleration of gravity, m/s2；
Alpha is a gradient signal;
r is the tire radius, m;
r1 is the gear ratio of the motor;
r2 is the speed ratio between the motor output shaft and the gear input shaft gear;
a second calculating unit 342, configured to calculate an adjustment torque Δ T according to the vehicle speed information monitored by the first monitoring module in real time, and calculate a real-time output torque required to keep the vehicle stationary according to the following formula,
T2＝T1+ΔT
where T1 represents the pilot torque calculated from the grade information, Δ T represents the trim torque calculated from the vehicle speed information, and T2 represents the motor real-time output torque required to hold the vehicle stationary.
In some embodiments, the transmission control module 360 is further configured to control the transmission to be decoupled from the engine to idle or stop the engine. Preferably, the transmission control module 360 controls the transmission gear of the vehicle transmission to be connected with the output shaft of the motor and controls the transmission to be decoupled from the engine, so that the engine idles or stops, that is, the engine is in an idling or automatic stop state in an automatic parking state, thereby reducing the load of the engine, realizing low oil consumption and low vibration of the engine during automatic parking, and improving idle economy and comfort.
In some embodiments, the automatic parking control system further includes a parking state signal sending module, configured to send a parking state signal to the vehicle control unit and the instrument desk to prompt a driver.
In some embodiments, the automatic parking control system further comprises a second monitoring module, configured to monitor the current and the temperature of the motor in real time under the motor stalling condition;
when the motor current is greater than or equal to a preset current threshold value, or the motor temperature is greater than or equal to a preset temperature threshold value, the motor control module 350 controls the motor to exit from the locked-rotor working condition so as to stop the locked-rotor torque output of the motor, and meanwhile, the parking state signal sending module sends a parking state updating signal to remind a driver to use a brake to take over a vehicle, so that the motor is prevented from being over-current or over-temperature due to long-time locked-rotor, and the motor is prevented from being burnt out.
In some embodiments, the automatic parking control system further comprises a third monitoring module for monitoring accelerator pedal state information, and if the accelerator pedal is pressed, the motor control module 350 controls the motor to exit the locked-rotor condition and output a forward torque.
In a specific embodiment, as shown in fig. 5, the automatic parking control system includes a vehicle controller 510, a motor controller 520, a 48V motor 530, a transmission controller 540, a transmission 550, a meter 560, a wheel speed sensor 570, a pedal sensor 580, a gradient sensor 590, and a vehicle mass sensor (not shown), and the basic principle of the automatic parking control system implementing the automatic parking function is as follows:
the wheel speed sensor 570, the pedal sensor 580, the gradient sensor 590 and the vehicle quality sensor monitor wheel speed information, pedal state information, gradient information and vehicle quality information of the vehicle in real time and send the information to the vehicle controller 510;
the motor controller 520 obtains the wheel speed information and the brake pedal state information from the vehicle controller 510 through CAN communication, and determines whether the vehicle meets a preset automatic parking condition according to the wheel speed information and the brake pedal state information, wherein the automatic parking condition includes that the vehicle speed is zero and the brake pedal is pressed down;
if the vehicle speed is zero and the brake pedal is pressed down, the vehicle is known to be in a stationary state, the motor controller 520 receives the gradient information and the vehicle mass information sent by the vehicle controller 510, and calculates the motor output torque required for keeping the vehicle stationary according to the gradient information and the vehicle mass information, specifically, calculates the output torque by the following method:
calculating a pre-control torque according to the gradient information and the whole vehicle mass information, wherein the pre-control torque T1 is obtained by calculating according to the following formula:
wherein M is the total vehicle mass, kg;
g is the acceleration of gravity, m/s2；
Alpha is a gradient signal;
r is the tire radius, m;
r1 is the gear ratio of the motor;
r2 is the speed ratio between the motor output shaft and the gear input shaft gear;
calculating an adjustment torque deltat based on the vehicle speed information, and calculating a real-time output torque required to keep the vehicle stationary by the following formula,
T2＝T1+ΔT
wherein T1 represents the pre-control torque calculated from grade information, Δ T represents the trim torque calculated from the vehicle speed information, and T2 represents the motor real-time output torque required to hold the vehicle stationary;
the motor controller 520 outputs a U/V/W three-phase current through SVPWM control according to the calculated output torque, so that the motor 530 outputs a locked-rotor torque in a direction opposite to that of the wheel at a zero rotation speed;
in this embodiment, the motor 530 is hooked on the second gear of the transmission 550, that is, the output shaft of the motor 530 is in gear connection with the second gear input shaft of the transmission 550, and the motor controller 520 sends a gear-in request to the transmission controller 540;
the transmission controller 540 receives the gear engagement request, and controls the second gear transmission gear of the transmission 550 to engage with the second gear input shaft gear, and controls the clutch to open, so that the transmission 550 is decoupled from the engine to idle or stop the engine;
an output shaft of the motor 530 is connected with a second-gear input shaft gear of the gearbox 550, the second-gear input shaft gear is engaged with the second-gear transmission gear, so that the output shaft of the motor 530 is connected with the second-gear transmission gear through the second-gear input shaft gear, and because the motor 530 has a certain speed ratio with the second-gear input shaft gear and the second-gear transmission gear, a locked-rotor torque output by the output shaft of the motor 530 obtains a torque increase with a certain speed ratio through the second-gear input shaft gear and the second-gear transmission gear, so that a braking torque required for keeping the vehicle stationary is achieved, and the braking torque is output to a wheel end to keep the vehicle stationary;
the motor controller 520 sends a parking state signal to the vehicle controller 510 and the meter 560 to prompt the driver.
The motor controller 520 is further configured to monitor signals of the motor 530 such as current magnitude, stator temperature, and rotor temperature under a locked-rotor condition in real time, and if an overcurrent/overtemperature condition occurs, the motor 530 is controlled to exit the locked-rotor condition, and meanwhile, a parking state updating signal is sent to remind a driver to use a brake to take over a vehicle.
After the pedal sensor 580 detects that the driver steps on the accelerator pedal, it indicates that the driver has a starting demand, the vehicle controller 510 sends a torque request, the motor controller 520 uses the torque request as a U/V/W three-phase current control input to control the motor 530 to output a forward torque, and the transmission controller 540 also controls the transmission 550 to engage in a gear according to the torque request to drive the vehicle to move forward.
In the above embodiment, the motor 530 is disposed in the transmission 550, which is referred to as a P2.5 motor, but of course, in other embodiments, the motor may be disposed at other positions of the transmission system, as shown in fig. 6, the motor may be disposed at the input end of the transmission (referred to as P2), the output end of the transmission (P3) and after the transmission (P4), as long as the motor is located at a position that can be completely decoupled from the engine by a clutch or a synchronizer, and the motor is rigidly and mechanically connected to the wheel end of the vehicle, and the output torque of the motor can reach the wheel end after torque multiplication by the transmission or a reducer to generate a braking torque sufficient to keep the vehicle stationary, which can achieve similar functions as the above embodiment, so the present embodiment does not limit the position of the motor too much.
The system and method embodiments in the described system embodiment are based on the same inventive concept.
The embodiment of the invention also provides a vehicle-mounted terminal, which comprises a processor and a memory, wherein at least one instruction, at least one program, a code set or an instruction set is stored in the memory, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to realize the automatic parking control method.
Compared with the prior art, the automatic parking control method, the automatic parking control system and the automatic parking control terminal can realize automatic parking by utilizing the existing devices of the vehicle without specially equipping a whole set of ESP system, thereby effectively reducing the cost of the whole vehicle; the engine can idle or be automatically stopped in an automatic parking state, so that low oil consumption and low vibration of the engine are realized during automatic parking, and the idle economy and the comfort are improved; in addition, the unlocking of the automatic parking and the starting driving after the unlocking are determined by a single factor of the motor and the controller thereof, so that the high cooperation is realized, the condition that the driving feeling is poor due to the fact that multiple systems or multiple controllers are not synchronous in the transient state in the traditional scheme is avoided, and the user experience is effectively improved.
It should be noted that: the precedence order of the above embodiments of the present invention is only for description, and does not represent the merits of the embodiments. And specific embodiments thereof have been described above. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing may also be possible or may be advantageous.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, as for the apparatus, system and server embodiments, since they are substantially similar to the method embodiments, the description is relatively simple, and reference may be made to some descriptions of the method embodiments for relevant points.
It will be understood by those skilled in the art that all or part of the steps for implementing the above embodiments may be implemented by hardware, or may be implemented by a program instructing relevant hardware, where the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, etc.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (9)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010029195.8A CN111169441B (en) | 2020-01-09 | 2020-01-09 | Automatic parking control method, system and terminal |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010029195.8A CN111169441B (en) | 2020-01-09 | 2020-01-09 | Automatic parking control method, system and terminal |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111169441A CN111169441A (en) | 2020-05-19 |
| CN111169441B true CN111169441B (en) | 2022-03-08 |
Family
ID=70624469
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010029195.8A Active CN111169441B (en) | 2020-01-09 | 2020-01-09 | Automatic parking control method, system and terminal |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111169441B (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111731259B (en) * | 2020-06-29 | 2021-12-07 | 广州小鹏自动驾驶科技有限公司 | Intelligent vehicle parking control method and device and storage medium |
| CN113966665B (en) * | 2020-07-24 | 2025-02-11 | 南京泉峰科技有限公司 | Riding lawn mower and control method thereof |
| CN114655020B (en) * | 2020-12-23 | 2024-05-07 | 瀚德万安(上海)电控制动系统有限公司 | Automatic parking control method, vehicle braking system and braking control module thereof |
| CN112622641B (en) * | 2021-01-07 | 2022-11-04 | 广西宁达汽车科技有限公司 | Vehicle control method, device and system |
| CN112721897A (en) * | 2021-01-28 | 2021-04-30 | 坤泰车辆系统（常州）有限公司 | Double-control double-drive pull-wire type EPB control system and parking force self-adaptive control method |
| CN113602250A (en) * | 2021-08-27 | 2021-11-05 | 奇瑞新能源汽车股份有限公司 | Automatic parking method and device for electric automobile, vehicle and storage medium |
| WO2023028775A1 (en) * | 2021-08-30 | 2023-03-09 | 华为技术有限公司 | Vehicle control method and device, and vehicle |
| CN113799620B (en) * | 2021-10-13 | 2023-05-23 | 珠海格力电器股份有限公司 | Vehicle hill-holding control method and device, storage medium and motor controller |
| CN114228686A (en) * | 2021-12-31 | 2022-03-25 | 长沙泊呈科技有限公司 | A parking and unparking control method |
| CN114852028B (en) * | 2022-06-07 | 2024-03-15 | 中国第一汽车股份有限公司 | Parking method and device applied to vehicle, electronic equipment and storage medium |
| CN115805819B (en) * | 2022-11-30 | 2025-03-25 | 东风华神汽车有限公司 | Method, device, equipment and medium for preventing motor from stalling when preventing vehicle from sliding downhill |
| CN118651085B (en) * | 2024-08-20 | 2025-03-07 | 比亚迪股份有限公司 | Parking method, parking system and vehicle |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4239724B2 (en) * | 2003-07-29 | 2009-03-18 | トヨタ自動車株式会社 | Vehicle and vehicle control method |
| CN102897058B (en) * | 2012-10-26 | 2015-03-11 | 湖南南车时代电动汽车股份有限公司 | Slope-parking starting anti-sliding control method for pure electric motor coach |
| CN104071030B (en) * | 2013-12-30 | 2019-04-23 | 上海大郡动力控制技术有限公司 | A kind of control method under pure electric automobile park mode |
| CN105711590A (en) * | 2016-05-03 | 2016-06-29 | 重庆长安汽车股份有限公司 | Hill-starting assisting control method and device |
| CN108116269B (en) * | 2016-11-28 | 2020-08-07 | 比亚迪股份有限公司 | Vehicle, ramp assist system for vehicle, and control method thereof |
| CN107512194A (en) * | 2017-08-21 | 2017-12-26 | 合肥君信信息科技有限公司 | Open-loop slope-parking control method for electric automobile |
| CN109835325B (en) * | 2017-11-29 | 2021-05-14 | 宝沃汽车（中国）有限公司 | Vehicle control method and system and vehicle |
| CN110341496B (en) * | 2019-07-09 | 2022-11-04 | 武汉理工大学 | A kind of driving control method for distributed driving off-road vehicles in low-speed conditions on slopes |
-
2020
- 2020-01-09 CN CN202010029195.8A patent/CN111169441B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN111169441A (en) | 2020-05-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111169441B (en) | Automatic parking control method, system and terminal | |
| EP3305618B1 (en) | Method of controlling hybrid electric vehicle | |
| KR101558812B1 (en) | Motor torque control method in coasting state of hybrid electric vehicle | |
| JP6098723B2 (en) | Vehicle control apparatus and vehicle control method | |
| CN102958771B (en) | The control method of vehicle and vehicle | |
| US8010270B2 (en) | Vehicle controller and control method | |
| KR101610120B1 (en) | Apparatus and method for controlling creep torque of hybrid electirc vehicle | |
| KR102296463B1 (en) | Regenerative brake control method and regenerative brake control device | |
| JP5903311B2 (en) | Hybrid vehicle | |
| EP2492161A1 (en) | Controller of vehicle | |
| US7828394B2 (en) | Vehicle and control method of vehicle slip-down velocity | |
| US9669835B2 (en) | Method and apparatus for controlling a powertrain system during deceleration | |
| JP5652118B2 (en) | Vehicle travel control device and vehicle travel control method | |
| US10941723B2 (en) | Controller for controlling an engine of a vehicle | |
| KR20230148869A (en) | Control method for boost mode of vehicle | |
| JP2008037422A (en) | Control device for hybrid four-wheel drive vehicle and hybrid four-wheel drive vehicle | |
| JP2001047880A (en) | Hybrid vehicle control device | |
| CN117662750A (en) | Vehicle speed regulation control method and device, storage medium and vehicle | |
| JP2002142304A (en) | Motor torque control device for electric vehicle and motor torque control device for hybrid vehicle | |
| KR20230149356A (en) | Control method for boost mode of vehicle | |
| JP2004304971A (en) | Control device for hybrid four-wheel drive vehicle and hybrid four-wheel drive vehicle | |
| KR102644309B1 (en) | Control method for the neutral shift for a hybrid electronic vehicle | |
| JP4310337B2 (en) | Method and apparatus for controlling a power unit of an automobile driven by an internal combustion engine | |
| JP2019031237A (en) | Control device | |
| KR20250025289A (en) | Launch control system and method for electric vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |