CN115709717A

CN115709717A - Control method and device for vehicle starting process, electronic equipment and medium

Info

Publication number: CN115709717A
Application number: CN202211503292.1A
Authority: CN
Inventors: 王明玉; 曹龙; 孙鹏远; 朱桂庆; 李长洲; 张振威; 曾云鹏
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2022-11-28
Filing date: 2022-11-28
Publication date: 2023-02-24

Abstract

The invention discloses a method and a device for controlling a vehicle starting process, electronic equipment and a medium. The method comprises the following steps: in the starting process of the vehicle, acquiring the actual driving direction and the expected driving direction of the vehicle; performing fault judgment based on the actual driving direction and the expected driving direction of the vehicle to obtain a fault judgment result; and under the condition that the starting fault exists in the vehicle according to the fault determination result, generating a parking braking request according to the current state of the vehicle parking control system so as to control the vehicle to enter a parking braking state. By using the control method for the vehicle starting process, the judgment of the opposite driving directions in the vehicle starting process and the processing after the vehicle is judged to have the starting fault are completed, the vehicle is prevented from driving in the opposite directions, the occurrence of safety accidents is avoided, and the safety of the vehicle in the starting process is improved.

Description

Control method and device for vehicle starting process, electronic equipment and medium

Technical Field

The invention relates to the technical field of vehicle control, in particular to a method and a device for controlling a vehicle starting process, electronic equipment and a medium.

Background

In the intelligent era, the rapid development of the automatic control technology provides a new opportunity for the development of vehicle driving automation, and the automatic control technology is added to the vehicle in the starting process and the driving process.

At present, a dual-clutch transmission is widely applied to a passenger vehicle, and in the vehicle starting process, a transmission control unit linearly transmits the torque of an engine to the transmission through controlling the dual-clutch transmission to complete the stable starting of the vehicle; when the double-clutch transmission breaks down, the transmission control unit cuts off torque transmission of the engine by controlling the clutch or gears of the transmission, and safety of a vehicle is guaranteed.

When the clutch of the double-clutch transmission is sticky, the problem that the driving direction of the vehicle is inconsistent with the expected direction exists in the starting process of the vehicle, so that the safety risk is caused.

Disclosure of Invention

The invention provides a control method, a control device, electronic equipment and a control medium for a vehicle starting process, which are used for solving the problem that unexpected movement of a vehicle occurs at the moment when the vehicle is stopped to move after a driver releases a brake.

According to an aspect of the invention, there is provided a method of controlling a vehicle launch process, comprising:

in the starting process of the vehicle, acquiring the actual driving direction and the expected driving direction of the vehicle;

performing fault judgment based on the actual driving direction and the expected driving direction of the vehicle to obtain a fault judgment result;

and under the condition that the fault determination result indicates that the vehicle has a starting fault, generating a parking braking request according to the current state of the vehicle parking control system so as to control the vehicle to enter a parking braking state.

Optionally, acquiring the desired driving direction includes:

detecting the operation of a user on a gear handle, and determining an expected driving direction based on the current gear of the gear handle, wherein the expected driving direction comprises a forward direction and a reverse direction;

acquiring the actual driving direction of the vehicle, comprising the following steps:

determining data acquisition time information based on operation time information of a gear handle and a preset time threshold, acquiring a signal of a speed changer output shaft speed sensor based on the data acquisition time information, and determining the actual driving direction of a first vehicle based on the signal of the speed changer output shaft speed sensor; and/or the presence of a gas in the atmosphere,

and acquiring the vehicle running direction output by the vehicle stability control system as a second actual vehicle running direction.

Optionally, the fault determination is performed based on the actual driving direction and the expected driving direction of the vehicle, and a fault determination result is obtained, where the fault determination result includes:

comparing the actual driving direction of the first vehicle with the expected driving direction; and/or comparing the actual driving direction of the second vehicle with the expected driving direction;

comparing the actual driving direction of the first vehicle with the actual driving direction of the second vehicle;

and if the actual running direction of the first vehicle is not consistent with the expected running direction, and/or the actual running direction of the second vehicle is not consistent with the expected running direction, and the actual running direction of the first vehicle is consistent with the actual running direction of the second vehicle, determining that the fault determination result is that the vehicle has a starting fault.

Optionally, before acquiring the actual driving direction and the expected driving direction of the vehicle, the method further includes:

acquiring current gradient data of a position where a vehicle is located;

if the current gradient data is smaller than the preset gradient threshold value, the step of obtaining the actual driving direction and the expected driving direction of the vehicle is continuously executed;

and if the current gradient data is greater than or equal to the preset gradient threshold value, determining that the vehicle is in a hill-hold state, and canceling the starting fault judgment of the vehicle.

Optionally, generating a parking brake request according to a current state of the vehicle parking control system to control the vehicle to enter a parking brake state, including:

reading fault state data of a vehicle parking control system, and determining whether a vehicle stability control system has a fault or not based on the fault state data;

if the vehicle parking control system has a fault, generating a forced parking braking request, and sending the forced parking braking request to the electronic gear shifting system so that the electronic gear shifting system executes the forced parking braking request to control the vehicle to enter a parking braking state;

and if the vehicle parking control system has no fault, generating a parking braking request, and sending the parking braking request to the vehicle parking control system so that the vehicle parking control system executes the parking braking request to control the vehicle to enter a parking braking state.

Optionally, after receiving the parking braking request, the vehicle parking control system determines an initial braking force and braking time according to the vehicle running speed, and controls the vehicle to enter a parking braking state based on the initial braking force and the braking time;

and/or, when the failure judgment result shows that the vehicle has a starting failure, the method further comprises the following steps: and controlling a vehicle fault prompting component to prompt and storing the starting fault code to a preset cache.

Optionally, after generating a parking brake request according to a current state of the vehicle parking control system to control the vehicle to enter a parking brake state, the method further includes:

and determining the problem clutch according to the current gear of the gear handle, and setting the gear of the transmission corresponding to the problem clutch as a neutral gear.

According to another aspect of the present invention, there is provided a control apparatus for a vehicle take-off process, comprising:

the driving direction determining module is used for acquiring the actual driving direction and the expected driving direction of the vehicle in the starting process of the vehicle;

the fault judgment result determining module is used for carrying out fault judgment on the basis of the actual driving direction and the expected driving direction of the vehicle to obtain a fault judgment result;

and the vehicle brake control module is used for generating a parking brake request according to the current state of the vehicle parking control system under the condition that the starting fault exists in the vehicle according to the fault judgment result so as to control the vehicle to enter a parking brake state.

According to another aspect of the present invention, there is provided an electronic apparatus including:

at least one processor; and

a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,

the memory stores a computer program executable by the at least one processor, the computer program being executable by the at least one processor to enable the at least one processor to perform the method of controlling a vehicle launch process according to any of the embodiments of the invention.

According to another aspect of the present invention, there is provided a computer readable storage medium having stored thereon computer instructions for causing a processor to execute a method of controlling a vehicle take-off process according to any one of the embodiments of the present invention.

According to the technical scheme of the embodiment of the invention, the safety problem caused by the fact that the vehicle runs in the opposite direction in the starting process is solved through the control method of the vehicle starting process, so that under the condition that the fault that the vehicle runs in the opposite direction is detected, the vehicle control system can timely take corresponding safety treatment measures to prevent the vehicle from running in the opposite direction, and safety accidents are avoided.

It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present invention, nor do they necessarily limit the scope of the invention. Other features of the present invention will become apparent from the following description.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the description below are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a flowchart of a control method for a vehicle starting process according to an embodiment of the present invention;

fig. 2 is a flowchart of a control method for a vehicle starting process according to a second embodiment of the present invention;

fig. 3 is a schematic structural diagram of a control device for a vehicle starting process according to a third embodiment of the invention;

fig. 4 is a schematic structural diagram of an electronic device implementing an embodiment of the invention.

Detailed Description

In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. 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 other sequences than those illustrated or described herein. Moreover, 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 apparatus 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 one

Fig. 1 is a flowchart of a method for controlling a vehicle starting process according to an embodiment of the present invention, where the embodiment is applicable to a case where a vehicle driving direction is detected, and the method may be executed by a vehicle starting process control device, where the vehicle starting process control device may be implemented in a form of hardware and/or software, and the vehicle starting process control device may be configured in an electronic device such as a transmission control unit, a starting system, and the like. As shown in fig. 1, the method includes:

and S110, acquiring the actual running direction and the expected running direction of the vehicle in the starting process of the vehicle.

The actual driving direction of the vehicle may be an actual driving direction of the vehicle, and the driving direction may be generally divided into forward, backward, leftward, rightward, and the like, and may be determined by vehicle operation data collected by a sensor in the vehicle. The desired driving direction is understood in particular to be the direction corresponding to a driving operation performed by a user on an operating member of the vehicle, wherein the operating member may be a gear lever, and accordingly the driving operation includes, but is not limited to, a gear shifting operation; alternatively, the operation component may be a vehicle central control screen, and accordingly, the driving operation includes, but is not limited to, a triggering operation of a driving control in the vehicle central control screen. It is understood that the actual driving direction of the vehicle is the actual driving direction of the vehicle, and the desired driving direction is the direction in which the vehicle moves according to the driving operation of the user, for example, if the user selects the R range, the desired driving direction is backward driving, and if the user selects the D range, the desired driving direction is forward driving.

For example, during vehicle starting, the vehicle can be stably started through the wet double-clutch transmission. When the vehicle enters a driving state from a static state, a user operates a gear handle to shift gears, for example, the gear is shifted to a D gear, in response to the gear shifting operation, a transmission control unit generates a control command, controls a transmission to select the D1 gear to control an odd-numbered clutch to transmit engine torque, the vehicle drives in a direction corresponding to a torque direction, namely, the vehicle drives forwards, namely, an actual driving direction is the forward driving, and simultaneously, according to the gear shifting operation, the D1 gear is a forward gear, namely, a desired driving direction is the forward driving, and the actual driving direction and the desired driving direction of the vehicle are both forward.

For example, during actual dual clutch transmission control, abnormal conditions occur during engine torque transfer due to either the odd or even clutch, such as: the phenomenon that the clutch pressure corresponding to the TCU (Transmission Control Unit) is in a non-engine torque Transmission state and the actual clutch transmits part of the engine torque is caused by the fact that the odd clutch plates are stuck or the even clutch plates are stuck. Such as: after the even number clutch is sticky, the TCU detects that the pressure of the even number clutch is less than 0.5bar, the even number clutch is in a non-transmission engine torque state, and the actual condition that the even number clutch transmits partial engine torque is displayed, and at the moment that a driver operates the handle to be in the D position and releases the brake, the driver selects the D position of the handle due to the condition that the even number clutch transmits partial engine torque and the even number clutch transmits torque which is greater than the initial transmission torque of the odd number clutch, namely the driver expects that the driving direction is forward driving; however, when the vehicle travels in the reverse direction, that is, when the actual travel direction is backward travel, it is known that the actual travel direction of the vehicle does not coincide with the desired travel direction.

In the embodiment, the actual driving direction and the expected driving direction of the vehicle in the starting process are obtained, so that a data basis is laid for the later judgment of whether the vehicle moves unexpectedly in the starting process.

On the basis of the above embodiment, before acquiring the actual driving direction and the expected driving direction of the vehicle, the method further includes: acquiring current gradient data of a position where a vehicle is located; if the current gradient data is smaller than the preset gradient threshold value, the step of obtaining the actual driving direction and the expected driving direction of the vehicle is continuously executed; and if the current gradient data is greater than or equal to the preset gradient threshold value, determining that the vehicle is in a hill-stop state, and canceling the starting fault judgment of the vehicle.

The slope is understood to be the ratio of the vertical height to the horizontal length of the slope surface, and therefore, the slope may also be referred to as the slope ratio, and may be displayed in percentage or expressed in degrees, for example, the slope is 30%, and in fact, in the case of a horizontal distance advancing by 100 meters, the vertical height rises by 30 meters again. The current gradient of the position of the vehicle may be acquired by the vehicle control unit, or may be acquired by the road gradient data generating device, and the acquiring manner is not limited herein. The preset gradient threshold value refers to the maximum gradient data of a position where the vehicle is allowed to stop in the process of judging the running direction of the vehicle in the starting process, the preset gradient threshold value can be automatically set through a vehicle control system, the threshold value can also be set in real time through a transmission control unit, and further, the preset gradient threshold value alpha can be obtained according to experimental data _max May be set to 3%.

Specifically, the acquired gradient data of the position of the vehicle is compared with a preset gradient threshold value, if the gradient data of the position of the vehicle is smaller than the preset gradient threshold value, the judgment condition of the running direction in the starting process of the vehicle is met, and the system continues to execute the step of acquiring the actual running direction and the expected running direction of the vehicle; and if the gradient data of the position of the vehicle is greater than or equal to the preset gradient threshold value, the judgment condition of the driving direction in the starting process of the vehicle is not met, and the system cancels the starting fault judgment of the vehicle.

Illustratively, the preset gradient threshold α is set _max The content was 3%. When the vehicle starts, the slope of the current position of the vehicle is judged to be 2 percent, and the slope value is smaller than a preset slope threshold value alpha _max And if so, executing the step of acquiring the expected running direction and the actual running direction of the vehicle, and finishing the starting fault judgment of the vehicle, otherwise, canceling the starting fault judgment of the vehicle.

In the present embodiment, the actual traveling direction and the desired traveling direction of the vehicle are obtainedAnd adding an enabling condition for judging the opposite running direction of the vehicle, such as adding a limit to the current gradient of the position where the vehicle is positioned, and preventing the judgment of the running direction of the vehicle from being wrong due to inertia generated by overlarge gradient. By limiting the gradient threshold a _max The method eliminates the influence of the vehicle on the identification state on the slope, and improves the accuracy of fault judgment.

And S120, performing fault judgment based on the actual driving direction and the expected driving direction of the vehicle to obtain a fault judgment result.

The failure determination may be specifically understood as a determination of a relationship between an actual traveling direction and a desired traveling direction of the vehicle. The failure determination result includes that the actual traveling direction of the vehicle and the desired traveling direction are the same or different. In some embodiments, the actual driving direction and the expected driving direction of the vehicle can be represented by direction indicators, for example, the forward direction can be represented by 1, and the reverse direction can be represented by 0. And comparing the direction identifications corresponding to the actual driving direction and the expected driving direction of the vehicle respectively, and determining a fault judgment result.

Specifically, the obtained failure determination result is obtained based on comparison and determination of the actual driving direction and the expected driving direction of the vehicle, and it can be understood that if the matching result of the actual driving direction and the expected driving direction of the vehicle is different, the determination result represents that the vehicle has a starting failure, and if the matching result of the actual driving direction and the expected driving direction of the vehicle is consistent, the determination result represents that the vehicle has no starting failure.

And S130, under the condition that the failure judgment result shows that the vehicle has a starting failure, generating a parking braking request according to the current state of the vehicle parking control system so as to control the vehicle to enter a parking braking state.

The vehicle parking control system is called EPB (electric Park Brake) for short, and the EPB control system controls parking Brake through an electronic circuit and is communicated with a manual parking control function. The electronic manual parking controller does not need to be turned off manually when starting, and the electronic manual parking controller can be turned off automatically when the vehicle starts. The current state of the vehicle parking control system can be specifically understood as whether the EPB control system is in a fault state, the state can be obtained through detection of the EPB control system, and a detected state result is sent to the control system with data interaction, the state result can be represented by outputting a boolean value, for example, if the state result is TRUE, it indicates that the EPB control system is not in fault, and if the state result is FALSE, it indicates that the EPB control system is in fault; and may be represented by other types of numerical values. The parking brake request is specifically understood to be a signal for requesting to execute the braking of the whole vehicle, which may be sent by the transmission control unit TCU, received by the EPB control system, and executed correspondingly, and may include, but is not limited to, a request for braking the whole vehicle, a request for forcibly entering the P range, and the like. The parking brake state may be specifically understood as a state that the parking brake is in a braking state according to a received parking brake request, and the parking brake state includes, but is not limited to, a parking P-gear state, a non-parking gear state, and the like.

Specifically, when the vehicle is determined to have a starting fault in the starting process, the transmission control unit TCU may generate a corresponding parking brake request according to the current fault state data sent by the EPB control system, and the EPB control system executes a corresponding safe braking overall vehicle strategy according to the brake request.

In the embodiment, a fault is found in the starting process of the vehicle, namely the actual running direction of the vehicle is found to be inconsistent with the expected running direction, before a braking strategy is adopted, fault judgment on an EPB control system is added, a corresponding braking request is generated according to the judgment result, and a corresponding safe braking whole vehicle strategy is adopted according to the braking request, so that the braking strategy is prevented from being executed blindly under the condition that the state of the EPB control system is unknown, the adoption of an improper safe braking strategy is avoided, and the safe braking whole vehicle strategy can be executed more stably by the vehicle.

Optionally, fault state data of the vehicle parking control system is read, and whether the vehicle parking control system has a fault is determined based on the fault state data.

The fault state data can be obtained by receiving the EPB control system in real time, the fault state data can be generated by the EPB control system through self-test, and is transmitted to other control systems with data interaction through a data bus in real time, and can be represented by but not limited to boolean values, if the given fault state is FALSE, it indicates that the vehicle parking control system has a fault, and if the given fault state is TRUE, it indicates that the vehicle parking control system does not have a fault.

Optionally, if the vehicle parking control system has a fault, a forced parking brake request is generated, and the forced parking brake request is sent to the electronic gear shifting system, so that the electronic gear shifting system executes the forced parking brake request to control the vehicle to enter a parking brake state.

The function of the electronic shifting system is understood to mean, in particular, that the transmission control system allows both actuators to act at the same time. The vehicle gear shifting operation can be completed through an electronic gear shifting system, namely, the operation intention of a driver is converted into an electric signal through a sensor, and then a gear shifting actuator drives a gear shifting shaft of a transmission to shift gears (parking gear, reverse gear, neutral gear and forward gear).

For example, the transmission control unit TCU checks the status of the vehicle parking control system EPB in the event of a fault, and sends a request R for forced entry into P range _p And the electronic gear shifting system executes P-gear control of the transmission to force the vehicle to be static.

Optionally, if the vehicle parking control system has no fault, a parking braking request is generated, and the parking braking request is sent to the vehicle parking control system, so that the vehicle parking control system executes the parking braking request to control the vehicle to enter a parking braking state.

Illustratively, the TCU checks the status of the vehicle parking control system EPB for a fault, and in the absence of a fault in the EPB control system, the TCU sends a request R to brake the entire vehicle _s The EPB control system receives the TCU to send a whole vehicle braking request R _s And then, enabling the EPB control system to safely brake the whole vehicle strategy according to the current vehicle speed.

Optionally, after receiving the parking brake request, the vehicle parking control system determines an initial braking force and a braking time according to the vehicle running speed, and controls the vehicle to enter the parking brake state based on the initial braking force and the braking time.

The initial braking force is understood to mean, in particular, the braking force required at the instant when the vehicle is braked. The braking time is specifically understood to be the time required for the vehicle to stop (or fall to a specified speed) from the start of braking, and generally, the smaller the braking force, the longer the braking time required. For the determination of the braking force and the braking time, which are in turn speed-dependent, it is possible to calibrate Map table F according to the current wheel speed of the vehicle _map And (4) obtaining.

For example, after the vehicle parking control system receives the parking control request, the current vehicle wheel rotating speed v is obtained ₂ By calibrating Map table F shown in Table 1 below _map Obtaining an initial braking force F corresponding to the rotation speed _init By calibrating Map table T as shown in Table 2 below _map Obtaining a corresponding braking time T _b 。

TABLE 1

v ₂ (rpm)	4	10	40	80	100	120	150
								F _init (bar)	…	…	…	…	…	…	…

TABLE 2

v ₂ (rpm)	4	10	40	80	100	120	150
								T _b (ms)	…	…	…	…	…	…	…

Optionally, when the failure determination result indicates that the vehicle has a starting failure, the method further includes: and controlling a vehicle fault prompting component to prompt and storing the starting fault code to a preset cache.

The vehicle failure indication means may be understood as a means that gives failure indication information when the vehicle is detected to have a certain failure. Vehicle fault notification features may include, but are not limited to, fault indicator lights, fault alarms, and the like. The fault code can be specifically understood as a code reflected by the analysis of the vehicle computer ECU after the vehicle has a fault, and different fault codes represent different faults. The stored start fault code is understood in particular to mean a fault code which occurs during the starting process of the vehicle. The preset cache is a Memory for storing failure information, and the failure code may be cached using a non-volatile Memory (NVM).

Specifically, when the fault determination result is that the vehicle has a starting fault, the transmission control unit lights a transmission fault lamp, stores a fault code of the vehicle running in the opposite direction to the NVM data cache of the TCU, and the meter prompts a user that the vehicle transmission system has a fault.

Optionally, before generating a parking brake request according to a current state of the vehicle parking control system to control the vehicle to enter a parking brake state, the method further includes: and adjusting the pressure of the odd-numbered clutch and the pressure of the even-numbered clutch to be smaller than a preset pressure threshold value.

The pressure threshold can be specifically understood as a safety pressure range where the pressure of the odd-numbered clutch and the pressure of the even-numbered clutch are in when the vehicle executes the fault handling strategy, that is, the pressure of the odd-numbered clutch and the pressure of the even-numbered clutch need to be controlled within the pressure threshold range by the transmission control unit, and then the fault handling strategy is executed, so that the safety braking problem caused by the overlarge pressure of the clutches can be reduced, and the pressure threshold can use a variable P _min And (4) showing.

For example, the transmission control unit TCU controls the odd clutch pressure and the even clutch pressure to be less than a predetermined pressure threshold P _min The pressure threshold P can be obtained according to experimental data _min Is set to 0.5Bar, and when the odd clutch pressure and the even clutch pressure are less than 0.5Bar, the transmission of the engine torque by the clutch is stopped.

Optionally, after generating a parking brake request according to a current state of the vehicle parking control system to control the vehicle to enter a parking brake state, the method further includes: and determining the problem clutch according to the current gear of the gear handle, and setting the gear of the transmission corresponding to the problem clutch as a neutral gear.

The current gear can comprise a forward gear and a reverse gear, for example, the forward gear can be an odd clutch corresponding to normal operation, and when starting abnormality exists, the actual direction is the reverse direction due to abnormal operation of an even clutch, so that the problem clutch corresponding to the forward gear is the even clutch. The forward gear may also be an even clutch corresponding to normal operation, and when there is a starting abnormality, the actual direction is the reverse direction due to abnormal operation of the odd clutch, so the clutch having a problem corresponding to the forward gear is the odd clutch.

Specifically, after the vehicle enters the parking brake state, the current gear of the gear handle is obtained, and according to the principle that the expected driving direction is consistent with the gear of the gear handle, the clutch which normally works is determined to be an odd-numbered clutch or an even-numbered clutch, and if the problem of the unexpected driving direction of the vehicle is generated, the clutch which does not normally work is the even-numbered clutch or the odd-numbered clutch opposite to the clutch which normally works.

For example, after the even clutch is sticky, the TCU detects that the pressure of the even clutch is less than 0.5bar, and displays that the even clutch is in a state of not transmitting the engine torque, and the actual condition that the even clutch transmits part of the engine torque.

According to the technical scheme of the embodiment, in the starting process of the vehicle with the wet double-clutch transmission, the comprehensive judgment of the rotating speed direction of the output shaft of the transmission and the actual direction of the vehicle fed back by the vehicle stability control system is carried out through the transmission control unit TCU, and the driving direction of the vehicle is further determined to be consistent with the expected driving direction selected by a user. When the running direction of the vehicle is inconsistent with the running direction of the vehicle selected by a user, the transmission control unit TCU lights a transmission fault lamp, stores a running fault code of the vehicle in the opposite direction to an NVM (non volatile memory) data cache of the TCU, a vehicle instrument prompts the fault of a vehicle transmission system of the user, the transmission control unit TCU starts a fault processing strategy after the vehicle runs in the opposite direction, and the vehicle safety under the condition of the opposite running direction in the starting process of the vehicle is ensured through the coordinated control of an electronic parking control system EPB and an electronic transmission gear shifting system.

Example two

Fig. 2 is a flowchart of a control method for a vehicle starting process according to a second embodiment of the present invention, which is optimized in the second embodiment, and optionally, the obtaining of the desired driving direction includes detecting an operation of a shift lever by a user, and determining the desired driving direction based on a current shift of the shift lever, where the desired driving direction includes a forward direction and a reverse direction; acquiring the actual driving direction of the vehicle, including acquiring a rotating speed sensor signal of an output shaft of a transmission, and determining the actual driving direction of the first vehicle based on the rotating speed sensor signal of the output shaft of the transmission; and/or acquiring the vehicle running direction output by the vehicle stability control system as the second vehicle actual running direction. Comparing the actual driving direction of the first vehicle with the expected driving direction; and/or comparing the actual driving direction of the second vehicle with the expected driving direction; comparing the actual driving direction of the first vehicle with the actual driving direction of the second vehicle; and if the actual running direction of the first vehicle is not consistent with the expected running direction, and/or the actual running direction of the second vehicle is not consistent with the expected running direction, and the actual running direction of the first vehicle is consistent with the actual running direction of the second vehicle, determining that the fault determination result is that the vehicle has a starting fault. As shown in fig. 2, the method includes:

s210, detecting the operation of a user on a gear handle, and determining an expected driving direction based on the current gear of the gear handle, wherein the expected driving direction comprises a forward direction and a reverse direction.

Wherein the gear handle can be a tool for selecting the driving direction of the vehicle by a user. The gear handle can be used for selecting the direction in which the user wants the vehicle to move and also selecting the running speed of the vehicle. The gear of the speed changer can be changed by shifting the gear handle, and the forward or backward reversing direction is changed. The detection of the operation of the gear lever by the user can be done by a transmission control unit TCU in the vehicle.

For example, the gear can be a D gear or an R gear, when a user shifts a gear handle to the D gear and releases the brake, the transmission control unit TCU controls the odd-numbered clutch shafts to fill oil, the D1 gear is used to transmit the torque of the engine, and the vehicle is controlled to run in the forward direction, which indicates that the expected running direction of the user is the forward direction; when a user shifts the gear handle to the R gear and releases the brake, the transmission control unit TCU controls the even-numbered clutch shafts to fill oil, the R1 gear is used for transmitting the torque of the engine, and the vehicle is controlled to run in the backward reverse direction, so that the expected running direction of the user is the reverse direction.

Illustratively, after a user operates a gear handle, the method specifically comprises two aspects:

(1) After a user operates the gear handle to the position D, the foot brake is released;

(2) And after the user operates the gear handle to the R position, the foot brake is released.

In this embodiment, a user selects a desired vehicle moving direction by toggling a gear handle, and the transmission control unit TCU controls the odd-numbered clutch shafts to be filled with oil or the even-numbered clutch shafts to be filled with oil according to the position of the gear handle selected by the user, so that the corresponding gear transmits the torque of the engine, and the vehicle is controlled to travel in the corresponding direction, and the travel direction is taken as an expected travel direction, so as to provide a data basis for the following judgment of whether a fault occurs in the vehicle starting process.

S220, determining data acquisition time information based on operation time information of a gear handle and a preset time threshold, acquiring a signal of a speed changer output shaft speed sensor based on the data acquisition time information, and determining the actual driving direction of a first vehicle based on the signal of the speed changer output shaft speed sensor; and/or acquiring the vehicle running direction output by the vehicle stability control system as the second vehicle actual running direction.

The preset time threshold can be specifically understood as the duration between the moment when the gear handle is operated by a user to be in the D or R position and the brake is released and the detection moment of the speed sensor of the output shaft of the transmission, and can be preset through the control unit of the transmission, and the preset time threshold is set according to experimental data, for example, can be set to be 0.5 second. A shaft rotation speed sensor is used to detect the rotation speed and direction of an output shaft of an automatic transmission, and is often installed beside the output shaft of the automatic transmission, a differential, a final drive, or a parking ratchet to detect the wheel rotation speed and direction. The output of the transmission output shaft speed sensor signal can be understood as the wheel speed and the driving direction detected by the sensor. The driving direction given by the output transmission output shaft speed sensor signal is taken as the first vehicle actual driving direction. The second vehicle actual driving direction is fed back to the transmission control unit TCU through the data bus after being detected inside the vehicle stability control system.

Illustratively, the preset delay time is set to be 0.5 second by the transmission control unit, when a user operates the gear handle to the position D and releases the brake, the transmission control unit TCU controls the odd-numbered clutch shafts to fill oil, and the vehicle is driven towards the forward direction by using the gear D1 to transmit the torque of the engine. When the user operates the gear handle to the position D, the delay is 0.5 second, and the transmission control unit TCU detects the direction given by the signal of the transmission output shaft rotating speed sensor again to judge the rotation of the transmission output shaftVelocity direction v ₁ As the actual running direction of the first vehicle, and receiving the vehicle speed and the vehicle running direction v sent by the vehicle stability control system in real time ₂ As the second vehicle actual traveling direction.

In the embodiment, whether the expected driving direction is consistent with the actual driving direction is determined by comparing and judging the position information detection of the gear handle, the shaft rotating speed sensor information detection and the rotating speed direction information output by the vehicle stability control system. Meanwhile, the preset delay time is set for the detection of the signal of the speed changer output shaft rotating speed sensor, so that the detection is avoided being finished when the shaft rotating speed sensor does not perform corresponding action on the gear shifting operation, the detection error of the shaft rotating speed sensor is reduced, and the accuracy of the driving direction judgment result is improved.

In this embodiment, the execution order of step S210 and step S220 is not limited, and both steps may be executed sequentially or synchronously.

S230, comparing the actual running direction of the first vehicle with the expected running direction; and/or comparing the actual driving direction of the second vehicle with the expected driving direction.

Specifically, the comparison between the actual driving direction of the first vehicle and the desired driving direction is specifically understood to be to determine whether the two directions are consistent, that is, whether the axle rotation sensor signal is consistent with the desired driving direction. Similarly, the comparison between the actual driving direction and the desired driving direction of the second vehicle is also performed to determine whether the two directions are consistent, that is, whether the rotation speed direction fed back by the vehicle stability control system is consistent with the desired driving direction.

S240, comparing the actual running direction of the first vehicle with the actual running direction of the second vehicle.

The comparison between the actual driving direction of the first vehicle and the actual driving direction of the second vehicle is performed to determine whether the two directions are consistent, the comparison can be performed through the comparison model to obtain a comparison result, and the comparison result provides a data basis for subsequently obtaining a fault determination result.

Optionally, if the actual driving direction of the first vehicle is not consistent with the expected driving direction, and/or the actual driving direction of the second vehicle is not consistent with the expected driving direction, and the actual driving direction of the first vehicle is consistent with the actual driving direction of the second vehicle, it is determined that the vehicle has a start fault as a fault determination result.

Exemplary determination of the transmission output shaft speed direction v by the direction of the transmission output shaft speed sensor signal ₁ And receives the vehicle speed and the vehicle running direction v sent by the vehicle stability control system in real time ₂ Determining the speed direction v of the output shaft ₁ And the vehicle running direction v fed back by the vehicle stability control system ₂ Whether the directions of (a) and (b) are consistent. At v ₁ And v ₂ If the direction of the vehicle is consistent with the direction of the vehicle selected by the user, the determination is continued. And if the vehicle running direction is inconsistent with the vehicle running direction selected by the user, indicating that the failure judgment result is that the vehicle has a starting failure.

And S250, under the condition that the failure judgment result shows that the vehicle has a starting failure, generating a parking braking request according to the current state of the vehicle parking control system so as to control the vehicle to enter a parking braking state.

According to the technical scheme, the operation of the user for shifting the gear handle is detected, the running direction of the shaft rotating speed sensor is obtained and the vehicle running direction fed back by the vehicle stability control system is compared, whether the actual running direction of the vehicle is consistent with the vehicle running direction selected by the driver or not is judged in a double-check mode, and the accuracy of judging the actual running direction of the vehicle is improved.

EXAMPLE III

Fig. 3 is a schematic structural diagram of a control device for a vehicle starting process according to a third embodiment of the present invention. As shown in fig. 3, the apparatus includes:

the driving direction determining module 310 is configured to obtain an actual driving direction and an expected driving direction of the vehicle during starting of the vehicle;

a failure determination result determination module 320, configured to perform failure determination based on an actual driving direction and an expected driving direction of the vehicle, and obtain a failure determination result;

and the vehicle brake control module 330 is configured to generate a parking brake request according to a current state of a vehicle parking control system to control the vehicle to enter a parking brake state when the failure determination result indicates that the vehicle has a starting failure.

Optionally, the driving direction determining module 310 further includes:

the expected driving direction determining unit is used for detecting the operation of a gear handle by a user and determining an expected driving direction based on the current gear of the gear handle, wherein the expected driving direction comprises a forward direction and a reverse direction;

an actual driving unit determination unit for determining data acquisition time information based on the operation time information of the shift lever and a preset time threshold, acquiring a transmission output shaft speed sensor signal based on the data acquisition time information, and determining an actual driving direction of the first vehicle based on the transmission output shaft speed sensor signal; and/or acquiring the vehicle running direction output by the vehicle stability control system as the second vehicle actual running direction.

Optionally, the failure determination result determining module 320 is specifically configured to:

comparing the actual running direction of the first vehicle with the actual running direction of the second vehicle; and if the actual running direction of the first vehicle is not consistent with the expected running direction, and/or the actual running direction of the second vehicle is not consistent with the expected running direction, and the actual running direction of the first vehicle is consistent with the actual running direction of the second vehicle, determining that the fault determination result is that the vehicle has a starting fault.

Optionally, the vehicle brake control module 330 includes:

the parking brake request generating unit is used for generating a parking brake request according to the current state of the vehicle parking control system so as to control the vehicle to enter a parking brake state;

the parking brake control unit is used for generating a parking brake request according to the current state of the vehicle parking control system so as to control the vehicle to enter the parking brake state, and further comprises: adjusting the pressure of the odd-numbered clutch and the pressure of the even-numbered clutch to be smaller than a preset pressure threshold value; after generating a parking brake request according to the current state of the vehicle parking control system to control the vehicle to enter a parking brake state, the method further comprises the following steps: and determining the problem clutch according to the current gear of the gear handle, and setting the gear of the transmission corresponding to the problem clutch as a neutral gear. And/or, when the failure judgment result shows that the vehicle has a starting failure, the method further comprises the following steps: and controlling a vehicle fault prompting component to prompt and storing the starting fault code to a preset cache.

Optionally, the parking brake request generating unit is specifically configured to:

reading fault state data of the vehicle parking control system, and determining whether the vehicle parking control system has a fault or not based on the fault state data; if the vehicle parking control system has a fault, generating a forced parking braking request, and sending the forced parking braking request to the electronic gear shifting system so that the electronic gear shifting system executes the forced parking braking request to control the vehicle to enter a parking braking state; if the vehicle parking control system has no fault, generating a parking braking request, and sending the parking braking request to the vehicle parking control system so that the vehicle parking control system executes the parking braking request to control the vehicle to enter a parking braking state;

the vehicle parking control system determines initial braking force and braking time according to the running speed of the vehicle after receiving the parking braking request, and controls the vehicle to enter a parking braking state based on the initial braking force and the braking time.

The control device for the vehicle starting process provided by the embodiment of the invention can execute the control method for the vehicle starting process provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.

Example four

Fig. 4 is a schematic structural diagram of an electronic device according to a fourth embodiment of the present invention. The electronic device 10 is intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device may also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smart phones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the inventions described and/or claimed herein.

As shown in fig. 4, the electronic device 10 includes at least one processor 11, and a memory communicatively connected to the at least one processor 11, such as a Read Only Memory (ROM) 12, a Random Access Memory (RAM) 13, and the like, wherein the memory stores a computer program executable by the at least one processor, and the processor 11 can perform various suitable actions and processes according to the computer program stored in the Read Only Memory (ROM) 12 or the computer program loaded from a storage unit 18 into the Random Access Memory (RAM) 13. In the RAM 13, various programs and data necessary for the operation of the electronic apparatus 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other via a bus 14. An input/output (I/O) interface 15 is also connected to bus 14.

A number of components in the electronic device 10 are connected to the I/O interface 15, including: an input unit 16 such as a keyboard, a mouse, or the like; an output unit 17 such as various types of displays, speakers, and the like; a storage unit 18 such as a magnetic disk, an optical disk, or the like; and a communication unit 19 such as a network card, modem, wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information/data with other devices via a computer network such as the internet and/or various telecommunication networks.

The processor 11 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various specialized Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, a Digital Signal Processor (DSP), and any suitable processor, controller, microcontroller, or the like. The processor 11 performs the various methods and processes described above, such as a method of controlling a vehicle launch process.

In some embodiments, the method of controlling the vehicle launch process may be implemented as a computer program tangibly embodied on a computer readable storage medium, such as the storage unit 18. In some embodiments, part or all of the computer program may be loaded and/or installed onto the electronic device 10 via the ROM 12 and/or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the control method of the vehicle take off process described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured by any other suitable means (e.g. by means of firmware) to perform the control method of the vehicle launch process.

Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuitry, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), system on a chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.

The computer program for implementing the method for controlling a vehicle launch process of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be performed. A computer program can execute entirely on a machine, partly on a machine, as a stand-alone software package partly on a machine and partly on a remote machine or entirely on a remote machine or server.

EXAMPLE five

The fifth embodiment of the present invention further provides a computer-readable storage medium, where computer instructions are stored, and the computer instructions are used to enable a processor to execute a method for controlling a vehicle starting process, where the method includes:

performing fault judgment based on the actual driving direction of the vehicle controlled in the vehicle starting process and the expected driving direction controlled in the vehicle starting process to obtain a fault judgment result;

and under the condition that the control fault judgment result in the vehicle starting process is that the vehicle has a starting fault, generating a parking braking request according to the current state of a vehicle parking control system so as to control the vehicle to enter a parking braking state.

In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. A computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user can provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic, speech, or tactile input.

The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the internet.

The computing system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical host and VPS service are overcome.

It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present invention may be executed in parallel, sequentially, or in different orders, and are not limited herein as long as the desired results of the technical solution of the present invention can be achieved.

The above-described embodiments should not be construed as limiting the scope of the invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A method of controlling a vehicle launch process, comprising:

and under the condition that the fault judgment result indicates that the vehicle has a starting fault, generating a parking braking request according to the current state of the vehicle parking control system so as to control the vehicle to enter a parking braking state.

2. The method of claim 1, wherein the obtaining a desired direction of travel comprises:

detecting operation of a gear handle by a user, and determining an expected driving direction based on a current gear of the gear handle, wherein the expected driving direction comprises a forward direction and a reverse direction;

the acquiring of the actual driving direction of the vehicle comprises the following steps:

determining data acquisition time information based on operation time information of a gear handle and a preset time threshold, acquiring a signal of a transmission output shaft rotating speed sensor based on the data acquisition time information, and determining the actual driving direction of a first vehicle based on the signal of the transmission output shaft rotating speed sensor; and/or the presence of a gas in the atmosphere,

3. The method according to claim 2, wherein the making of the failure determination based on the actual traveling direction and the expected traveling direction of the vehicle, resulting in a failure determination result, comprises:

and if the actual driving direction of the first vehicle is not consistent with the expected driving direction, and/or the actual driving direction of the second vehicle is not consistent with the expected driving direction, and the actual driving direction of the first vehicle is consistent with the actual driving direction of the second vehicle, determining that the vehicle has a starting fault according to a fault determination result.

4. The method of claim 1, further comprising, prior to obtaining the actual direction of travel and the desired direction of travel of the vehicle:

acquiring current gradient data of the position of the vehicle;

if the current gradient data is smaller than a preset gradient threshold value, continuing to execute the step of acquiring the actual driving direction and the expected driving direction of the vehicle;

and if the current gradient data is greater than or equal to a preset gradient threshold value, determining that the vehicle is in a hill-hold state, and canceling the starting fault judgment of the vehicle.

5. The method of claim 1, wherein generating a parking brake request to control the vehicle into a parking brake state based on a current state of a vehicle parking control system comprises:

reading fault state data of a vehicle parking control system, and determining whether the vehicle parking control system has a fault or not based on the fault state data;

if the vehicle parking control system has a fault, generating a forced parking braking request, and sending the forced parking braking request to an electronic gear shifting system so that the electronic gear shifting system executes the forced parking braking request to control the vehicle to enter a parking braking state;

6. The method according to claim 5, wherein the vehicle parking control system determines an initial braking force and a braking time according to a vehicle running speed after receiving the parking braking request, and controls the vehicle to enter a parking braking state based on the initial braking force and the braking time;

and/or, when the failure determination result is that the vehicle has a starting failure, the method further comprises the following steps:

and controlling a vehicle fault prompting component to prompt and storing the starting fault code to a preset cache.

7. The method of claim 1, further comprising, after generating a parking brake request to control the vehicle into a parking brake state according to a current state of a vehicle parking control system:

and determining a problem clutch according to the current gear of a gear handle of the vehicle, and setting the gear of the transmission corresponding to the problem clutch as a neutral gear.

8. A control device for a vehicle launch process, comprising:

and the vehicle brake control module is used for generating a parking brake request according to the current state of a vehicle parking control system under the condition that the failure judgment result indicates that the vehicle has a starting failure so as to control the vehicle to enter a parking brake state.

9. An electronic device, characterized in that the electronic device comprises:

at least one processor; and

the memory stores a computer program executable by the at least one processor to enable the at least one processor to perform the method of controlling a vehicle launch process of any of claims 1 to 7.

10. A computer-readable storage medium storing computer instructions for causing a processor to implement the method of controlling a vehicle take-off process of any one of claims 1 to 7 when executed.