CN112849138A - Automatic parking control method and device - Google Patents
Automatic parking control method and device Download PDFInfo
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- CN112849138A CN112849138A CN201911190366.9A CN201911190366A CN112849138A CN 112849138 A CN112849138 A CN 112849138A CN 201911190366 A CN201911190366 A CN 201911190366A CN 112849138 A CN112849138 A CN 112849138A
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- automatic parking
- pressure release
- brake pressure
- gradient
- drive torque
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- 238000000034 method Methods 0.000 title claims abstract description 37
- 230000001133 acceleration Effects 0.000 claims description 6
- 230000006870 function Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 3
- 230000003068 static effect Effects 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 2
- 230000003287 optical effect Effects 0.000 description 2
- 230000001769 paralizing effect Effects 0.000 description 2
- 238000013500 data storage Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Classifications
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- 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
- B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling state
-
- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0604—Throttle position
-
- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0657—Engine torque
Abstract
The invention relates to an automatic parking control method, which comprises the following steps: receiving an accelerator pedal position signal; receiving a grade sensor signal; receiving a drive torque and a drive torque gradient; and determining a brake pressure release ramp rate during automatic parking control based at least on the accelerator pedal position signal, the grade sensor signal, the drive torque, and the drive torque gradient. The invention also provides an automatic parking controller, an automobile and a computer storage medium.
Description
Technical Field
The present invention relates to an automatic parking control scheme, and more particularly, to an automatic parking control method, an automatic parking controller, an automobile, and a computer storage medium.
Background
With the development of electronic appliances of automobiles, more and more electronic products for assisting users in driving so as to improve the driving experience appear in automobiles. The automatic parking function (AVH) is one of them. After the function is started, the parking brake can be completed without pulling up a hand brake when a vehicle stops and the like at traffic lights, the vehicle does not need to be operated unnecessarily when the vehicle starts to start or a green light is lightened, the parking brake can be automatically released by stepping on an accelerator pedal, and the vehicle can finish normal starting. Therefore, the AVH has the important significance that the operation of pulling up the mechanical hand brake or the electronic hand brake is not needed repeatedly, the foot brake can be released simultaneously, the gear can be kept at the D gear or the R gear before the vehicle stops, and the AVH is particularly suitable for traffic jam road sections or road sections going up and down the slope.
The control logic in the existing automatic parking function only distinguishes two working conditions, namely uphill and non-uphill. However, the non-uphill condition includes two situations, namely, downhill and flat ground. Since the existing automatic parking function does not distinguish between downhill and flat ground, the same control parameters are used for both situations. This may cause problems, such as when the vehicle is on a downhill slope with a large gradient and an obstacle in front, the driver may want to move the vehicle a little distance forward and slowly depress the accelerator pedal, but since the control parameters of the automatic parking function (e.g. brake pressure release slope) are the same for downhill slopes as well as for flat ground, the vehicle will immediately slide down. Therefore, using existing AVH logic will create a collision risk. Furthermore, in order to avoid a collision, the driver needs to quickly move his foot from the accelerator pedal to the brake pedal, which can lead to panic of the driver and reduce the comfort of use of the AVH function.
Accordingly, an improved automatic parking control scheme is desired.
Disclosure of Invention
According to an aspect of the present invention, there is provided an automatic parking control method, the method including: receiving an accelerator pedal position signal; receiving a grade sensor signal; receiving a drive torque and a drive torque gradient; and determining an automatic parking control parameter based on at least the accelerator pedal position signal, the grade sensor signal, the drive torque, and the drive torque gradient.
Alternatively, in the above automatic parking control method, the gradient sensor signal includes a gradient value, and the automatic parking control parameter includes a brake pressure release gradient during automatic parking.
Optionally, the automatic parking control method further includes: receiving a ramp signal indicating that the vehicle is in an uphill or non-uphill condition.
Optionally, in the above automatic parking control method, determining the automatic parking control parameter based on at least three of the accelerator pedal position signal, the gradient sensor signal, and the driving torque gradient includes: when the vehicle is in a non-uphill working condition, judging whether the gradient value is larger than or equal to a first threshold value; determining a first brake pressure release slope when the slope value is greater than or equal to a first threshold; and determining a second brake pressure release slope when the slope value is less than the first threshold, wherein the second brake pressure release slope is greater than the first brake pressure release slope.
Alternatively, in the above-described automatic parking control method, the first brake pressure release gradient is determined based on the accelerator pedal position signal, the driving torque, and the driving torque gradient.
Alternatively, in the above-described automatic parking control method, the second brake pressure release gradient is determined based on the driving torque and the driving torque gradient.
Optionally, in the automatic parking control method, the first threshold is a preset value and is a parameter calibrated in a vehicle development stage.
Alternatively, in the above automatic parking control method, the ramp signal is measured by a gyroscope or calculated by an acceleration sensor.
According to another aspect of the present invention, there is provided an automatic parking controller including: the first receiving unit is used for receiving an accelerator pedal position signal; a second receiving unit for receiving a gradient sensor signal; a third receiving unit for receiving the driving torque and the driving torque gradient; and a determination unit for determining an automatic parking control parameter based on at least the accelerator pedal position signal, the gradient sensor signal, the driving torque, and the driving torque gradient.
Optionally, in the automatic parking controller described above, the gradient sensor signal includes a gradient value, and the automatic parking control parameter includes a brake pressure release gradient.
Optionally, the automatic parking controller further comprises: and the fourth receiving unit is used for receiving a ramp signal, and the ramp signal is used for indicating that the vehicle is in an uphill or non-uphill working condition.
Optionally, in the above automatic parking controller, the determination unit is configured to: when the vehicle is in a non-uphill working condition, judging whether the gradient value is larger than or equal to a first threshold value; determining a first brake pressure release slope when the slope value is greater than or equal to a first threshold; and determining a second brake pressure release slope when the slope value is less than the first threshold, wherein the second brake pressure release slope is greater than the first brake pressure release slope.
Optionally, in the automatic parking controller described above, the determination unit is further configured to determine the first brake pressure release slope based on the accelerator pedal position signal, the driving torque, and the driving torque gradient.
Optionally, in the above-described automatic parking controller, the determination unit is further configured to determine the second brake pressure release slope based on the driving torque and the driving torque gradient.
Optionally, in the automatic parking controller, the first threshold is a preset value and is a parameter calibrated in an automobile development stage.
Alternatively, in the above-described automatic parking controller, the ramp signal is measured by a gyroscope or calculated by an acceleration sensor.
According to yet another aspect of the present invention, there is provided an automobile including the automatic parking controller as described above.
According to yet another aspect of the present invention, there is provided a computer storage medium comprising instructions that, when executed, perform the automatic parking control method as previously described.
According to the automatic parking control scheme, when the automatic parking control parameters are determined, the position signals of the accelerator pedal and the like are taken into consideration, so that the finally obtained automatic parking control parameters (such as the brake pressure release slope) can adapt to various working conditions, and the safety of vehicle running and the use comfort of the AVH function are improved.
Drawings
The above and other objects and advantages of the present invention will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings, in which like or similar elements are designated by like reference numerals.
FIG. 1 illustrates an automatic parking control method according to one embodiment of the present invention; and
fig. 2 shows a schematic structural diagram of an automatic parking controller according to an embodiment of the present invention.
Detailed Description
It is to be understood that the term "vehicle" or other similar term as used herein includes motor vehicles in general, such as passenger vehicles (including sport utility vehicles, buses, trucks, etc.), various commercial vehicles, boats, planes, etc., and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, etc. A hybrid vehicle is a vehicle having two or more power sources, such as gasoline powered and electric vehicles.
While exemplary embodiments are described as using multiple units to perform exemplary processes, it should be understood that these exemplary processes may also be performed by one or more modules.
Also, the control logic of the present invention may be embodied as a non-transitory computer readable medium on a computer readable medium containing executable program instructions embodied by a processor or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, optical disks, magnetic tape, floppy disks, flash drives, smart cards, and optical data storage devices. The computer readable recording medium CAN also be distributed in network-connected computer systems so that the computer readable medium is stored and implemented in a distributed manner, for example, through an in-vehicle telecommunication service or a Controller Area Network (CAN).
Unless specifically mentioned or otherwise apparent from the context, the term "about" as used herein is understood to be within the normal tolerances in the art, for example within 2 standard deviations of the mean.
It is also noted that the terms first, second and the like in the description and in the claims of the present invention are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. Furthermore, the terms "comprising" and "having," and the like, are intended to mean non-exclusive inclusion, unless otherwise specifically indicated.
Hereinafter, exemplary embodiments according to the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 illustrates an automatic park method 1000 according to one embodiment of the present invention. As shown in fig. 1, the method 1000 includes the steps of:
in step S110, an accelerator pedal position signal is received;
in step S120, a gradient sensor signal is received;
in step S130, receiving a driving torque and a driving torque gradient; and
in step S140, an automatic parking control parameter is determined based on at least the accelerator pedal position signal, the grade sensor signal, the drive torque, and the drive torque gradient.
The term "accelerator pedal position signal" is used to signally identify the height position of the accelerator pedal. In one implementation, the accelerator pedal position signal may be obtained from an electronic accelerator pedal position sensor. The electronic accelerator pedal position sensor is arranged in the accelerator pedal and monitors the position of the accelerator pedal at any time. When the height position of the accelerator pedal is monitored to be changed, the information is instantly sent to the ECU, and the ECU carries out operation processing on the information and data information transmitted by other systems to calculate a control signal.
In the context of the present invention, slope means the tangent of the slope to the horizontal. The function of the grade sensor is to measure the angle between the slope and the horizontal plane (hereinafter referred to as the grade angle). In other words, the gradient sensor is actually an angle sensor installed at a specific position to measure a specific angle. In some cases, the slope may even be directly expressed in degrees. In one embodiment, the grade sensor signal includes a grade value.
In the context of the present invention, the term "drive torque" means the output torque of a motor or engine corresponding to the drive wheels. Torque is a specific moment that causes an object to rotate. The torque of the engine is the torque output by the engine from the crankshaft. Under the condition of fixed power, the engine speed and the engine speed are in inverse proportion, the higher the speed and the lower the torque, and the higher the speed and the torque are, the load capacity of the automobile in a certain range is reflected. Similarly, the output torque of the motor, i.e., the motor torque, also referred to as motor torque, is related to the output power of the motor.
Compared with the prior art, the automatic parking control method of the embodiment takes the position signal of the accelerator pedal and the like into consideration when determining the automatic parking control parameters, so that the finally obtained automatic parking control parameters (such as the brake pressure release slope) can adapt to various working conditions, and the safety of vehicle running and the use comfort of the AVH function are improved.
In addition, the automatic parking control method can also provide accurate parking force through the gradient sensor by the controller, when the automatic parking control method is started, the automatic parking controller carries out calculation through information provided by the gradient sensor, and when the driving force is larger than the driving resistance, the parking brake is automatically released, so that the automobile can be started stably. Furthermore, in one embodiment, the automatic parking method can automatically start the four-wheel brake when the vehicle stops on a red light or an uphill or downhill, and even in the D gear or the N gear, a driver or a user does not need to step on the brake or use a hand brake all the time, and the vehicle is in a static state all the time. When the static state needs to be relieved, the driver can relieve the brake by only lightly pressing the accelerator. This configuration reduces some unnecessary accidents for the driver due to paralytic thoughts.
Although not shown in fig. 1, the automatic parking control method 1000 may further include: receiving a ramp signal indicating that the vehicle is in an uphill or non-uphill condition. In one embodiment, the ramp signal is measured by a gyroscope or calculated by an acceleration sensor. In another embodiment, the ramp signal is calculated from the motor speed. In yet another embodiment, the hill hold signal is determined by vehicle speed, depth of braking, or number of brakes. For example, if it is detected that the vehicle speed is increasing, or the vehicle speed is not increasing but the braking depth is increasing, or the number of times of braking is increasing, it can be determined that the vehicle is in a downhill slope.
In one embodiment, determining the automatic parking control parameter based on at least the accelerator pedal position signal, the grade sensor signal, the drive torque, and the drive torque gradient comprises: when the vehicle is in a non-uphill working condition, judging whether the gradient value is larger than or equal to a first threshold value; determining a first brake pressure release slope when the slope value is greater than or equal to a first threshold; and determining a second brake pressure release slope when the slope value is less than the first threshold, wherein the first brake pressure release slope is greater than the first brake pressure release slope. In the above embodiment, the first brake pressure release slope may be determined based on the accelerator pedal position signal, the driving torque, and the driving torque gradient. The second brake pressure release ramp rate may be determined based on the driving torque and the driving torque gradient. The first threshold may be a preset value, and is a parameter calibrated in the automobile development stage or determined according to user requirements or actual conditions.
It should be noted that, in the foregoing embodiment, only one threshold value, i.e., the first threshold value, is set. However, in the context of the present invention, it is easy for a person skilled in the art to set one or more threshold values to compare with the gradient value depending on the actual situation and to control the automatic parking control parameter differently based on different gradient values.
For example, in another embodiment, determining the automatic parking control parameter based on at least the accelerator pedal position signal, the grade sensor signal, the drive torque, and the drive torque gradient comprises: determining a first brake pressure release slope when the slope value is greater than or equal to a first threshold; determining a second brake pressure release slope when the slope value is less than the first threshold but greater than or equal to a second threshold; and determining a third brake pressure release slope when the slope value is less than a second threshold, wherein the first threshold is greater than the second threshold, and the third brake pressure release slope is greater than a second brake pressure release slope, which is greater than the first brake pressure release slope.
Fig. 2 shows a schematic structural diagram of the automatic parking controller 2000 according to an embodiment of the present invention. As shown in fig. 2, the automatic parking controller 2000 includes: a first receiving unit 210, a second receiving unit 220, a third receiving unit 230, and a determining unit 240. The first receiving unit 210 is configured to receive an accelerator pedal position signal; the second receiving unit 220 is used for receiving a gradient sensor signal; the third receiving unit 230 is configured to receive the driving torque and the driving torque gradient; and a determination unit 240 for determining an automatic parking control parameter based on at least the accelerator pedal position signal, the gradient sensor signal, the driving torque, and the driving torque gradient.
Compared with the prior art, the determining unit 240 in the automatic parking controller of the above embodiment takes into consideration the position signal of the accelerator pedal received by the first receiving unit 210 when determining the automatic parking control parameter, so that the finally obtained automatic parking control parameter (for example, the brake pressure release slope) can adapt to various working conditions, and the safety of vehicle running and the use comfort of the AVH function are improved.
In addition, the automatic parking controller 2000 may also give an accurate parking force according to a signal of the gradient sensor. For example, at the time of starting, the automatic parking controller 2000 performs calculation using information provided from a gradient sensor, and automatically releases the parking brake when the driving force is greater than the driving resistance, thereby enabling the vehicle to start smoothly. Further, in one embodiment, the automatic parking controller 2000 may enable the vehicle to automatically start four-wheel braking when the vehicle stops on a red light or on an uphill or downhill, and even in the D gear or the N gear, the driver or the user does not need to step on the brake or use the hand brake all the time, and the vehicle is still. When the static state needs to be relieved, the driver can relieve the brake by only lightly pressing the accelerator. This configuration reduces some unnecessary accidents for the driver due to paralytic thoughts.
Although not shown in fig. 2, the automatic parking controller 2000 may further include: and the fourth receiving unit is used for receiving a ramp signal, and the ramp signal is used for indicating that the vehicle is in an uphill or non-uphill working condition. In one embodiment, the ramp signal is measured by a gyroscope or calculated by an acceleration sensor. In another embodiment, the ramp signal is calculated from the motor speed. In yet another embodiment, the hill hold signal is determined by vehicle speed, depth of braking, or number of brakes. For example, if it is detected that the vehicle speed is increasing, or the vehicle speed is not increasing but the braking depth is increasing, or the number of times of braking is increasing, it can be determined that the vehicle is in a downhill slope.
In one embodiment, the determining unit 240 is configured to: when the vehicle is in a non-uphill working condition, judging whether the gradient value is larger than or equal to a first threshold value; determining a first brake pressure release slope when the slope value is greater than or equal to a first threshold; and determining a second brake pressure release slope when the slope value is less than the first threshold, wherein the second brake pressure release slope is greater than the first brake pressure release slope. Specifically, the first brake pressure release ramp rate may be determined based on the accelerator pedal position signal, a drive torque, and a drive torque gradient. The second brake pressure release ramp rate may be determined based on the driving torque and the driving torque gradient. The first threshold may be a preset value, and is a parameter calibrated in the automobile development stage or determined according to user requirements or actual conditions.
In the context of the present invention, it is easy for a person skilled in the art that the determination unit 240 may set one or more threshold values according to actual circumstances to compare with the gradient values and differently control the automatic parking control parameters based on different gradient values.
For example, in another embodiment, the determining unit 240 is configured to: determining a first brake pressure release slope when the slope value is greater than or equal to a first threshold; determining a second brake pressure release slope when the slope value is less than the first threshold but greater than or equal to a second threshold; and determining a third brake pressure release slope when the slope value is less than a second threshold, wherein the first threshold is greater than the second threshold, and the third brake pressure release slope is greater than a second brake pressure release slope, which is greater than the first brake pressure release slope.
The automatic parking control scheme of the present invention may be implemented in hardware or software. For example, the scheme may be implemented in the form of a processor configured to be operated by a predetermined program and a memory configured to store the program, and the predetermined program may be provided to implement the respective operations constituting the method of controlling driving torque according to the respective exemplary embodiments of the present invention.
It should be noted that some of the block diagrams shown in the figures are functional entities and do not necessarily correspond to physically or logically separate entities. These functional entities may be implemented in the form of software, or in one or more hardware modules or integrated circuits, or in different networks and/or processor means and/or microcontroller means.
The above examples mainly describe the automatic parking control method and the automatic parking controller of the present invention. Although only a few embodiments of the present invention have been described, those skilled in the art will appreciate that the present invention may be embodied in many other forms without departing from the spirit or scope thereof. Accordingly, the present examples and embodiments are to be considered as illustrative and not restrictive, and various modifications and substitutions may be made therein without departing from the spirit and scope of the present invention as defined by the appended claims.
Claims (18)
1. An automatic parking control method, characterized in that the method comprises:
receiving an accelerator pedal position signal;
receiving a grade sensor signal;
receiving a drive torque and a drive torque gradient; and
an automatic parking control parameter is determined based at least on the accelerator pedal position signal, the grade sensor signal, the drive torque, and the drive torque gradient.
2. The method of claim 1, wherein the grade sensor signal comprises a grade value and the automatic parking control parameter comprises a brake pressure release gradient during automatic parking.
3. The method of claim 2, wherein the method further comprises:
receiving a ramp signal indicating that the vehicle is in an uphill or non-uphill condition.
4. The method of claim 3, wherein determining an automatic parking control parameter based on at least the accelerator pedal position signal, the grade sensor signal, the drive torque, and the drive torque gradient comprises:
when the vehicle is in a non-uphill working condition, judging whether the gradient value is larger than or equal to a first threshold value;
determining a first brake pressure release slope when the slope value is greater than or equal to a first threshold; and
determining a second brake pressure release slope when the slope value is less than the first threshold, wherein the second brake pressure release slope is greater than the first brake pressure release slope.
5. The method of claim 4, wherein the first brake pressure release ramp rate is determined based on the accelerator pedal position signal, the drive torque, and the drive torque gradient.
6. The method of claim 4, wherein the second brake pressure release ramp rate is determined based on the drive torque and the drive torque gradient.
7. The method of claim 4, wherein the first threshold is a predetermined value and is a parameter calibrated during a development phase of the vehicle.
8. The method of claim 3, wherein the ramp signal is measured by a gyroscope or calculated by an acceleration sensor.
9. An automatic parking controller, comprising:
the first receiving unit is used for receiving an accelerator pedal position signal;
a second receiving unit for receiving a gradient sensor signal;
a third receiving unit for receiving the driving torque and the driving torque gradient; and
a determination unit for determining an automatic parking control parameter based on at least the accelerator pedal position signal, the gradient sensor signal, the driving torque, and the driving torque gradient.
10. The automatic parking controller as recited in claim 9, wherein the grade sensor signal comprises a grade value and the automatic parking control parameter comprises a brake pressure release slope.
11. The automatic parking controller of claim 10, wherein the automatic parking controller further comprises:
and the fourth receiving unit is used for receiving a ramp signal, and the ramp signal is used for indicating that the vehicle is in an uphill or non-uphill working condition.
12. The automatic parking controller of claim 11, wherein the determination unit is configured to:
when the vehicle is in a non-uphill working condition, judging whether the gradient value is larger than or equal to a first threshold value;
determining a first brake pressure release slope when the slope value is greater than or equal to a first threshold; and
determining a second brake pressure release slope when the slope value is less than the first threshold, wherein the second brake pressure release slope is greater than the first brake pressure release slope.
13. The automated parking controller of claim 12, wherein the determination unit is further configured to determine the first brake pressure release ramp rate based on the accelerator pedal position signal, the drive torque, and the drive torque gradient.
14. The automated parking controller of claim 12, wherein the determination unit is further configured to determine the second brake pressure release ramp rate based on the drive torque and the drive torque gradient.
15. The automatic parking controller according to claim 12, wherein the first threshold is a preset value, which is a parameter calibrated in a vehicle development stage.
16. The automated parking controller of claim 11, wherein the ramp signal is measured by a gyroscope or calculated by an acceleration sensor.
17. An automobile comprising an automated parking controller as claimed in any one of claims 9 to 16.
18. A computer storage medium, characterized in that the medium comprises instructions which, when executed, perform an automatic parking control method according to any of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911190366.9A CN112849138A (en) | 2019-11-28 | 2019-11-28 | Automatic parking control method and device |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911190366.9A CN112849138A (en) | 2019-11-28 | 2019-11-28 | Automatic parking control method and device |
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| CN112849138A true CN112849138A (en) | 2021-05-28 |
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| CN201911190366.9A Pending CN112849138A (en) | 2019-11-28 | 2019-11-28 | Automatic parking control method and device |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113561948A (en) * | 2021-08-18 | 2021-10-29 | 岚图汽车科技有限公司 | Automatic parking control method and control system |
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| US20140277980A1 (en) * | 2013-03-14 | 2014-09-18 | Robert Bosch Gmbh | Hill hold decay |
| JP2016032997A (en) * | 2014-07-31 | 2016-03-10 | 日立オートモティブシステムズ株式会社 | Parking brake system |
| CN110182190A (en) * | 2018-02-22 | 2019-08-30 | 罗伯特·博世有限公司 | Method, apparatus and control unit for parking braking release |
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- 2019-11-28 CN CN201911190366.9A patent/CN112849138A/en active Pending
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| JP2004142515A (en) * | 2002-10-22 | 2004-05-20 | Honda Motor Co Ltd | Electric parking brake device |
| US20070090691A1 (en) * | 2005-10-21 | 2007-04-26 | Andrew Maskell | Brake Control System |
| CN102923110A (en) * | 2012-11-02 | 2013-02-13 | 芜湖伯特利汽车安全系统有限公司 | Electronic parking brake system capable of achieving sectional releasing for vehicles and control method thereof |
| US20140277980A1 (en) * | 2013-03-14 | 2014-09-18 | Robert Bosch Gmbh | Hill hold decay |
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| CN113561948A (en) * | 2021-08-18 | 2021-10-29 | 岚图汽车科技有限公司 | Automatic parking control method and control system |
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