WO2018041130A1 - 发动机控制方法和系统、以及车辆 - Google Patents

发动机控制方法和系统、以及车辆 Download PDF

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Publication number
WO2018041130A1
WO2018041130A1 PCT/CN2017/099634 CN2017099634W WO2018041130A1 WO 2018041130 A1 WO2018041130 A1 WO 2018041130A1 CN 2017099634 W CN2017099634 W CN 2017099634W WO 2018041130 A1 WO2018041130 A1 WO 2018041130A1
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WIPO (PCT)
Prior art keywords
current
vehicle
preset
emergency braking
vehicle speed
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Ceased
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PCT/CN2017/099634
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English (en)
French (fr)
Inventor
白振霄
苏庆鹏
李�杰
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Publication of WO2018041130A1 publication Critical patent/WO2018041130A1/zh
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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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position

Definitions

  • the present invention relates to the field of vehicle control, and more particularly to an engine control method and system, and a vehicle including the engine control system.
  • Automatic start and stop refers to automatic control of the engine's engine stall and start, while reducing unnecessary fuel consumption, reducing emissions, and improving fuel consumption. Economic.
  • the automatic start-stop function is mainly adapted to the idle idle time of the engine when waiting for the traffic light or traffic jam in urban traffic, and the power supply can replace the pulley to provide the driving power for the engine cooling fan and the interior air conditioner after the engine is turned off.
  • An engine control method is applied to a vehicle having an automatic start-stop function, the method comprising:
  • An engine control system comprising:
  • a parameter obtaining unit configured to acquire a current relevant operating parameter of the vehicle when detecting that the brake pedal of the vehicle with the automatic start/stop function is in a depressed state
  • a determining unit configured to determine whether the relevant operating parameter meets at least one emergency braking criterion in the preset emergency braking criterion group;
  • the prohibiting unit is configured to suppress the shutdown of the vehicle engine when the determination result of the determining unit is YES and the current vehicle speed of the vehicle is less than a preset vehicle speed threshold.
  • a vehicle includes a motivation control system as described above.
  • the brake pedal of the vehicle is in a depressed state, acquiring current relevant operating parameters of the vehicle, and determining whether the relevant operating parameter meets at least a preset emergency braking criterion group.
  • An emergency braking criterion if the current vehicle speed of the vehicle is less than a preset vehicle speed threshold, suppressing shutdown of the vehicle engine, since the vehicle is judged after detecting that the brake pedal of the vehicle is in a depressed state Whether the current relevant operating parameter meets at least one emergency braking criterion in the emergency braking criterion group, if the brake pedal is depressed, at least one emergency braking criterion is satisfied and the current vehicle speed is less than the preset vehicle speed threshold , indicating that the vehicle is in an emergency braking state, at which time stopping the engine of the vehicle is inhibited, so that the vehicle with the automatic start-stop function can not automatically stop after the emergency braking (the engine does not automatically stop), and can be reduced or Avoid potential safety hazards caused by uni
  • FIG. 1 is a schematic flow chart showing an implementation of an engine control method according to Embodiment 1 of the present invention
  • FIG. 2 is a schematic flow chart showing an implementation of an engine control method in a specific example of the present invention
  • FIG. 3 is a schematic view showing the structure of an engine control system according to a second embodiment of the present invention.
  • Embodiment 1 of the present invention provides an engine control method applied to a vehicle having an automatic start-stop function.
  • FIG. 1 it is a schematic flowchart of an implementation process of an engine control method according to Embodiment 1 of the present invention. As shown in FIG. 1, the engine control method of this embodiment includes the following steps:
  • Step S101 detecting that the brake pedal of the vehicle is in a depressed state, acquiring current relevant operating parameters of the vehicle;
  • a brake signal collected by an Engine Management System may be acquired, and whether the brake pedal is in a depressed state is detected according to the brake signal.
  • the engine management system can collect the brake signal (B_brake_Singal) through the PIN line.
  • a displacement signal or/and a pressure signal of the brake pedal may also be acquired, and whether the brake pedal is in a depressed state is detected according to the displacement signal or/and the pressure signal.
  • a displacement signal of the brake pedal may be acquired by a displacement sensor disposed on the brake pedal, and a pressure signal of the brake pedal is acquired by a pressure sensor disposed on the brake pedal.
  • the value of the displacement signal is greater than a preset displacement threshold, or when the value of the pressure signal is greater than a preset pressure threshold, or the value of the displacement signal is greater than a preset displacement threshold
  • the size of the displacement threshold and the pressure threshold can be selected according to the actual situation.
  • the current relevant operating parameters of the vehicle may be acquired according to a preset emergency braking criterion group, where the emergency braking criterion group includes a plurality of emergency braking criteria.
  • the emergency brake The criterion set may include any combination of three emergency braking criteria, the three emergency braking criteria including the vehicle speed deceleration gradient value being greater than a preset gradient threshold, and the brake master cylinder pressure value being greater than a pre- The pressure threshold value and the longitudinal acceleration absolute value are greater than a preset acceleration threshold value.
  • the emergency braking criterion group may include only any two of the three emergency braking criteria as needed, or may include all three emergency braking criteria.
  • the preset gradient threshold, the preset pressure threshold, and the preset acceleration threshold may be selected according to actual conditions.
  • the relevant operating parameters that need to be acquired may also be different. For example, only the emergency braking criterion group including the vehicle speed is included in the emergency braking criterion group.
  • the deceleration gradient value is greater than the preset gradient threshold value and the brake master cylinder pressure value is greater than the preset pressure threshold value, the vehicle emergency deceleration gradient value and the brake master need to be acquired.
  • a cylinder pressure value including an emergency brake criterion group in the emergency brake criterion group, wherein the vehicle speed deceleration gradient value is greater than a preset gradient threshold value, the brake master cylinder pressure value is greater than a preset pressure threshold value, and
  • the relevant operating parameters include any combination of a vehicle speed deceleration gradient value, a brake master cylinder pressure value, and a longitudinal acceleration absolute value.
  • the above-described vehicle speed deceleration gradient value characterizes the vehicle speed reduction amount within the set time period, which can be calculated from the vehicle speed signal.
  • the vehicle speed signal may be acquired from the vehicle speed sensor or the safety control system of the vehicle, and the vehicle speed value is acquired every the set time according to the vehicle speed signal, and the difference between the vehicle speed values obtained twice before and after is used as the vehicle speed deceleration gradient. value.
  • the time from emergency braking to the reduction of the vehicle speed to 0 is generally less than 1 second and 5 seconds.
  • the time from emergency braking to the reduction of the vehicle speed to 0 is also related to the vehicle speed and road state before braking, in order to calculate accurately.
  • the vehicle speed deceleration gradient value can be calculated every 50 milliseconds, that is, the set time is 50 milliseconds.
  • the above-mentioned absolute value of the longitudinal acceleration can be obtained according to an acceleration signal from an Equivalent Stability Program (ESP) of the vehicle. Specifically, the acceleration value is obtained according to the acceleration signal, and the acceleration value is taken into consideration.
  • the absolute value gives the absolute value of the longitudinal acceleration; the above-mentioned brake master cylinder pressure value can be obtained by the pressure sensor set in the brake master cylinder.
  • Step S102 determining whether the relevant operating parameter meets at least one emergency braking criterion in the preset emergency braking criterion group, and if yes, proceeding to step S103;
  • the vehicle speed deceleration gradient value is greater than a preset gradient threshold value. If the determination result of determining whether the vehicle speed deceleration gradient value is greater than a preset gradient threshold value is yes, the vehicle speed is indicated. If the emergency braking criterion whose deceleration gradient value is greater than the preset gradient threshold is satisfied, it may be no longer determined whether the brake master cylinder pressure value is greater than a preset pressure threshold value and the absolute value of the longitudinal acceleration is determined. Whether it is greater than the preset acceleration threshold value, and directly proceeds to step S103 for execution. In addition, the order of judging each emergency braking criterion in the emergency braking criterion group can be freely set according to actual needs.
  • Step S103 If the current vehicle speed of the vehicle is less than the preset vehicle speed threshold, the shutdown of the vehicle engine is inhibited.
  • the enabling condition of the automatic shutdown can be suppressed by the engine management system, so that the shutdown of the vehicle engine can be suppressed, that is, the engine of the vehicle does not automatically stop.
  • the necessary conditions for suppressing the shutdown of the engine of the vehicle include: first, detecting that the brake pedal of the vehicle is in the depressed state, and second, at least one emergency braking criterion is satisfied, The current vehicle speed of the vehicle is less than a preset vehicle speed threshold.
  • the brake pedal of the vehicle is in a depressed state, acquiring current relevant operating parameters of the vehicle, and determining whether the relevant operating parameter meets at least a preset emergency braking criterion group.
  • An emergency braking criterion if the current vehicle speed of the vehicle is less than a preset vehicle speed threshold, suppressing the shutdown of the vehicle engine, since the brake pedal is detected to be in a depressed state after detecting that the vehicle is in a depressed state Whether the current relevant operating parameter of the vehicle meets at least one emergency braking criterion in the emergency braking criterion group, if the brake pedal is in the depressed state, at least one emergency braking criterion is satisfied and the current vehicle speed is less than the preset vehicle speed threshold The value indicates that the vehicle is in an emergency braking state, at which time the vehicle engine stop is inhibited, so that the vehicle with the automatic start-stop function can not automatically stop after the emergency braking (the engine does not automatically stop), and can be reduced.
  • the vehicle speed deceleration gradient signal, the brake master cylinder pressure signal, and the longitudinal acceleration signal may fluctuate.
  • each emergency braking criterion in the emergency braking criterion group Hysteresis is added to the judgment process, so that even the vehicle speed deceleration gradient signal (or the vehicle speed deceleration gradient value), the brake master cylinder pressure signal (or the brake master cylinder pressure value) and the longitudinal acceleration signal (or Fluctuation in the absolute value of the longitudinal acceleration does not cause the calculated judgment signal to jump and improve the robustness.
  • the hysteresis is added to the judgment of the current emergency braking criterion (any emergency braking criterion in the emergency braking criterion group).
  • the general emergency braking criterion is that the corresponding operating parameter is greater than the corresponding preset threshold, for example, the vehicle speed deceleration gradient value is greater than the preset gradient threshold, the brake master cylinder pressure as described above. The value is greater than the preset pressure threshold and the absolute value of the longitudinal acceleration is greater than the preset acceleration threshold.
  • the current emergency braking criterion is that the current type of operating parameter is greater than the corresponding preset threshold as an example.
  • the process of determining whether the current type of operating parameter meets the current emergency braking criterion includes: the operating parameter at the current time, the preset upper limit value corresponding to the current type, and the current type Corresponding preset lower limit values are compared; if the operating parameter at the current time is less than or equal to the preset lower limit value, determining that the current type of operating parameter does not satisfy the current emergency braking criterion; If the running parameter of the current time is greater than the preset upper limit, determining that the current type of operating parameter meets the current emergency braking criterion; if the operating parameter of the current time is greater than the preset lower limit If the value is less than or equal to the preset upper limit value, the current determination result of whether the current type of operating parameter meets the current emergency braking criterion is the same as the determination result of the operating parameter based on the previous moment .
  • the current type of operating parameter may be a vehicle speed deceleration gradient value, a brake master cylinder pressure value, or a longitudinal acceleration absolute value.
  • the preset threshold may be a preset gradient threshold, a preset pressure threshold, or a preset acceleration threshold.
  • the preset upper limit value corresponding to the current type and the preset lower limit value corresponding to the current type may be determined according to a corresponding preset threshold value. For example, after the corresponding first set value is decreased on the preset threshold value, the preset upper limit value is added, and the corresponding second set value is added to the preset threshold value as the preset. Limit.
  • the sizes of the first set value and the second set value may be set according to actual needs.
  • the current emergency braking criterion is that the absolute value of the longitudinal acceleration is greater than the preset acceleration threshold,
  • the acceleration threshold is set to 10
  • the preset upper limit corresponding to the absolute value of the longitudinal acceleration is 10.5
  • the preset lower limit corresponding to the absolute value of the longitudinal acceleration is 9.5.
  • the absolute value of the longitudinal acceleration at the current moment is less than or equal to 9.5, it is determined that the absolute value of the longitudinal acceleration does not satisfy the current emergency braking criterion; if the absolute value of the longitudinal acceleration at the current moment is greater than 10.5, it is determined that the absolute value of the longitudinal acceleration satisfies the current emergency braking If the absolute value of the longitudinal acceleration at the current time is greater than 9.5 and less than or equal to 10.5, it is necessary to obtain the determination result based on the absolute value of the longitudinal acceleration at the previous moment, if the judgment result based on the absolute value of the longitudinal acceleration at the previous moment is determined If the absolute value of the longitudinal acceleration satisfies the current emergency braking criterion, the current determination of whether the current type of operating parameter satisfies the determination result of the current emergency braking criterion is also that the absolute value of the longitudinal acceleration satisfies the current emergency braking criterion, for example, If the absolute value of the longitudinal acceleration at the previous moment is greater than 10.5, the absolute result of the
  • the current emergency braking criterion is not satisfied. For example, if the absolute value of the longitudinal acceleration at the last moment is less than or equal to 9.5, the determination result based on the absolute value of the longitudinal acceleration at the previous moment is that the absolute value of the longitudinal acceleration does not satisfy the current emergency braking. According to the criterion, the current judgment result is also that the absolute value of the longitudinal acceleration does not satisfy the current emergency braking criterion.
  • the acceleration threshold value is taken as an example, that is, the emergency braking criterion group includes the emergency braking criterion group, wherein the vehicle speed deceleration gradient value is greater than a preset gradient threshold value, and the brake master cylinder pressure is
  • the three emergency braking criteria whose value is greater than the preset pressure threshold and the absolute value of the longitudinal acceleration is greater than the preset acceleration threshold are taken as an example. However, this does not constitute a limitation on the solution of the invention.
  • the engine control method in this specific example includes the following steps:
  • Step S201 detecting that the brake pedal of the vehicle is in a depressed state, acquiring a vehicle speed deceleration gradient value, a brake master cylinder pressure value, and an absolute value of the longitudinal acceleration;
  • Step S202 determining whether the vehicle speed deceleration gradient value is greater than a preset gradient threshold value, and obtaining the first critical result
  • Step S203 determining whether the brake master cylinder pressure value is greater than a preset pressure threshold value, and obtaining a second determination result
  • Step S204 determining whether the absolute value of the longitudinal acceleration is greater than a preset acceleration threshold, and obtaining a third determination result
  • Step S205 If the first determination result, the second determination result, and the third determination result indicate that the vehicle speed gradient value is greater than a preset gradient threshold, the brake master cylinder pressure value is greater than a preset pressure
  • the threshold value and the longitudinal acceleration absolute value are greater than at least one of the preset acceleration threshold values, and the current vehicle speed of the vehicle is less than the preset vehicle speed threshold value, thereby stopping the vehicle engine from being stopped.
  • steps S202 to S204 may be performed without using the above-mentioned sequential order, or may be performed simultaneously. Hysteresis may be added to each of the above steps S202 to S204.
  • the necessary conditions for suppressing the shutdown of the vehicle engine include: first, detecting that the brake pedal of the vehicle is in the depressed state, and second, at least one of steps S202 to S204.
  • the determination result is yes, three, the current vehicle speed of the vehicle is less than the preset vehicle speed threshold.
  • the engine control method in this specific example may further include the steps of: receiving a shutdown command, the closure instruction including criterion identification information, and an emergency corresponding to the criterion identification information according to the criterion identification information
  • the brake criterion is closed.
  • the emergency brake criterion is turned off, after detecting that the brake pedal of the vehicle is in the depressed state, the parameter value corresponding to the emergency brake criterion may not be acquired, and the execution of the emergency brake criterion may not be performed. The judgment process of the emergency braking criterion.
  • the vehicle speed deceleration gradient value does not need to be acquired again, and the above step S202 is not required to be performed.
  • the present invention also provides an engine control system.
  • 3 is a schematic view showing the structure of an engine control system according to a second embodiment of the present invention.
  • FIG. 3 is a schematic view showing the structure of an engine control system according to a second embodiment of the present invention.
  • the engine control system in this embodiment includes a parameter acquisition unit 301, a determination unit 302, and a prohibition unit 303, wherein:
  • the parameter obtaining unit 301 is configured to detect that the brake pedal of the vehicle with the automatic start-stop function is in a depressed state, and acquire current relevant operating parameters of the vehicle;
  • the determining unit 302 is configured to determine whether the relevant operating parameter meets at least one emergency braking criterion in the preset emergency braking criterion group;
  • the prohibiting unit 303 is configured to suppress the shutdown of the vehicle engine when the determination result of the determining unit 302 is YES and the current vehicle speed of the vehicle is less than the preset vehicle speed threshold.
  • the relevant operating parameters include any combination of a vehicle speed deceleration gradient value, a brake master cylinder pressure value, and a longitudinal acceleration absolute value;
  • the emergency braking criterion group includes three emergency braking criteria
  • the three emergency braking criteria include that the vehicle speed deceleration gradient value is greater than a preset gradient threshold, the brake master cylinder pressure value is greater than a preset pressure threshold, and the longitudinal acceleration absolute value is greater than Preset acceleration threshold.
  • the parameter acquisition unit 301 is further configured to acquire a brake signal collected by the engine management system, and detect, according to the brake signal, whether the brake pedal is in a depressed state.
  • the parameter obtaining unit 301 is further configured to acquire a displacement signal or/and a pressure signal of the brake pedal, and detect whether the brake pedal is in a depressed state according to the displacement signal or/and the pressure signal. .
  • the parameter acquisition unit 301 acquires a vehicle speed signal from the vehicle speed sensor or the safety control system of the vehicle, and determines the current vehicle speed and the vehicle speed reduction amount within the set duration according to the vehicle speed signal, the setting The vehicle speed reduction amount in the duration is used as the vehicle speed deceleration gradient value.
  • the determining unit 302 sets the operating parameter of the current time and the preset corresponding to the current type when the current emergency braking criterion is that the current type of running parameter is greater than the corresponding preset threshold.
  • the upper limit value is compared with the preset lower limit value corresponding to the current type, and if the running parameter of the current time is less than or equal to the preset lower limit value, determining that the current type of operating parameter does not satisfy the a current emergency braking criterion, if the operating parameter at the current time is greater than the preset upper limit value, determining that the current type of operating parameter meets the current emergency braking criterion, if the current time is the operation If the parameter is greater than the preset lower limit value and less than or equal to the preset upper limit value, it is currently determined whether the current type of operation parameter satisfies the determination result of the current emergency braking criterion and based on the previous moment The determination results of the operating parameters are the same.
  • the engine control system provided by the embodiment of the present invention needs to be pointed out that the above description of the engine control system is similar to the description of the above engine control method, and has the beneficial effects of the above engine control method, in order to save space, no longer Therefore, for the technical details not disclosed in the engine control system provided by the embodiment of the present invention, please refer to the description of the engine control method provided above.
  • the present invention also provides a vehicle including the engine control system of any of the above embodiments. Since the vehicle includes the engine control system in any of the above embodiments, the utility model also has the beneficial effects of the engine control system in the above embodiment. To save space, no further details are provided herein.
  • the storage medium may be a magnetic disk, an optical disk, a read-only memory (ROM), or a random storage memory (RAM).
  • the above-described integrated unit of the present invention may be stored in a computer readable storage medium if it is implemented in the form of a software functional unit and sold or used as a standalone product.
  • the technical solution of the embodiments of the present invention may be embodied in the form of a software product in essence or in the form of a software product stored in a storage medium, including a plurality of instructions.
  • a computer device (which may be a personal computer, server, or network device, etc.) is caused to perform all or part of the methods described in various embodiments of the present invention.
  • the descriptions of the various embodiments are all focused, and the parts that are not detailed in a certain embodiment can be referred to the related descriptions of other embodiments.
  • the disclosed methods and systems may be implemented in other manners.
  • the device embodiments described above are merely illustrative.
  • the division of the unit is only a logical function division.
  • there may be another division manner such as: multiple units or components may be combined, or Can be integrated into another system, or some features can be ignored or not executed.
  • the coupling, or direct coupling, or communication connection of the various components of the components may be indirect coupling or communication connection through some interfaces, devices or units, and may be electrical, mechanical or other forms.
  • each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may be separately used as one unit, or two or more units may be integrated into one unit;
  • the unit can be implemented in the form of hardware or in the form of hardware plus software functional units.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
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  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Regulating Braking Force (AREA)

Abstract

一种发动机控制方法，包括：检测到车辆的刹车踏板处于踩下状态，获取车辆当前的相关运行参数，判断相关运行参数是否至少满足预设的紧急制动判据组中的一个紧急制动判据；若是且车辆的当前车速小于预设车速门限值，则抑制车辆发动机的停机。还公开了一种发动机控制系统以及一种包括发动机控制系统的车辆。可以减少或者避免具备自动起停功能的车辆在紧急制动后因自动停机引发的挪车不及时引发的潜在安全隐患。

Description

发动机控制方法和系统、以及车辆 技术领域
本发明涉及车辆控制领域，特别是涉及一种发动机控制方法和系统、以及一种包括该发动机控制系统的车辆。
背景技术
随着汽车行业的不断发展，汽车已经成为人们出行的主要交通工具。在驾驶员驾驶车辆过程中，如遇到紧急情况时，驾驶员可以迅速并正确的使用制动器，在最短距离内将车辆停住，称之为紧急制动。
为应对日益严苛的油耗法规，越来越多的车辆配置了自动起停功能，自动起停是指自动控制车辆发动机的熄火和启动，同时实现减少不必要的燃油消耗，降低排放、提高燃油经济性。自动起停功能主要适应于城市交通中等待信号灯或是堵车时，能够尽量降低发动机怠速空转时间，并且在发动机熄火后其电源能取代皮带轮对发动机冷却风扇及车内空调提供运转动力。
然而，具有自动起停功能的车辆在紧急制动后，发动机会发生自动停机熄火自动停机后，驾驶者需要重新启动发动机后才能再次开动车辆，这往往会导致挪车不够及时，而由于紧急制动往往发生车辆到道路上行驶的过程中，不能及时挪车会带来诸多的安全隐患。
发明内容
本发明的目的在于提供一种发动机控制方法和系统以及一种车辆，减少或者避免具备自动起停功能的车辆在紧急制动后因自动停机引发的挪车不及时带来的潜在安全隐患。
本发明的目的通过如下技术方案实现：
一种发动机控制方法，所述方法应用于具有自动起停功能的车辆，所述方法包括：
检测到车辆的刹车踏板处于踩下状态，获取所述车辆当前的相关运行参数；
判断所述相关运行参数是否至少满足预设的紧急制动判据组中的一个紧急制动判据；
若是且所述车辆的当前车速小于预设车速门限值，则抑制所述车辆发动机的停机。
一种发动机控制系统，包括：
参数获取单元，用于在检测到具有自动起停功能的车辆的刹车踏板处于踩下状态时，获取所述车辆当前的相关运行参数；
判断单元，用于判断所述相关运行参数是否至少满足预设的紧急制动判据组中的一个紧急制动判据；
禁止单元，用于在所述判断单元的判定结果为是且所述车辆的当前车速小于预设车速门限值时，则抑制所述车辆发动机的停机。
一种车辆，其包括如上所述动机控制系统。
根据上述本发明的方案，其是检测到车辆的刹车踏板处于踩下状态，获取所述车辆当前的相关运行参数，判断所述相关运行参数是否至少满足预设的紧急制动判据组中的一个紧急制动判据，若是且所述车辆的当前车速小于预设车速门限值，则抑制所述车辆发动机的停机，由于在检测到车辆的刹车踏板处于踩下状态后，判断所述车辆当前的相关运行参数是否至少满足紧急制动判据组中的一个紧急制动判据，若刹车踏板处于踩下状态、至少一个紧急制动判据被满足且当前车速小于预设车速门限值，说明所述车辆处于紧急制动状态，此时抑制所述车辆发动机的停机，使得具有自动起停功能的车辆在紧急制动后能够不进行自动停机(发动机不发生自动停机)，可以减少或者避免因挪车不及时带来的潜在安全隐患。
附图说明
图1为本发明实施例一的发动机控制方法的实现流程示意图；
图2为本发明的一个具体示例中的发动机控制方法的实现流程示意图；
图3为本发明实施例二的发动机控制系统的组成结构示意图。
具体实施方式
为使本发明的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本发明进行进一步的详细说明。应当理解，此处所描述的具体实施方式仅仅用以解释本发明，并不限定本发明的保护范围。
实施例一
本发明实施例一提供一种发动机控制方法，该方法应用于具有自动起停功能的车辆。参见图1所示，为本发明实施例一的发动机控制方法的实现流程示意图。如图1所示，本实施例的发动机控制方法包括如下步骤：
步骤S101：检测到车辆的刹车踏板处于踩下状态，获取所述车辆当前的相关运行参数；
具体地，检测车辆的刹车踏板是否处于踩下状态，若检测到车辆的刹车踏板处于踩下状态，则获取所述车辆当前的相关运行参数。
基于不同的考虑和需要，可以采用不同的方式检测车辆的刹车踏板是否处于踩下状态。在其中一个实施例中，可以获取发动机管理系统(Engine Management System，EMS)采集的刹车信号，根据所述刹车信号检测所述刹车踏板是否处于踩下状态。发动机管理系统可以通过PIN线采集该刹车信号(B_brake_Singal)，刹车信号的不同值表征了刹车踏板的不同状态，一般地，刹车信号的值为1(B_brake_Singal＝1)表征所述刹车踏板处于踩下状态。
在其中一个实施例中，还可以获取所述刹车踏板的位移信号或者/和压力信号，根据所述位移信号或者/和所述压力信号检测所述刹车踏板是否处于踩下状态。具体地，可以通过设置在所述刹车踏板上的位移传感器获取所述刹车踏板的位移信号，通过设置在所述刹车踏板上的压力传感器获取所述刹车踏板的压力信号。在所述位移信号的值大于预设的位移门限值时，或者在所述压力信号的值大于预设的压力门限值，或者在所述位移信号的值大于预设的位移门限值且所述压力信号的值大于预设的压力门限值时，判定所述刹车踏板处于踩下状态。其中，位移门限值和压力门限值的大小可以根据实际情况选定。
具体地，可以根据预设的紧急制动判据组获取所述车辆当前的相关运行参数，这里，紧急制动判据组中包括多个紧急制动判据。具体地，所述紧急制动 判据组可以包括三个紧急制动判据的任意组合，所述三个紧急制动判据包括所述车速减速梯度值大于预设梯度门限值、所述制动主缸压力值大于预设压力门限值和所述纵向加速度绝对值大于预设加速度门限值。根据需要，紧急制动判据组可以仅包括所述三个紧急制动判据中的任意两个紧急制动判据，也可以是包括全部的三个紧急制动判据。其中，预设梯度门限值、预设压力门限值和预设加速度门限值大小可以根据实际情况选定。
基于紧急制动判据组中紧急制动判据的不同，需要获取的相关运行参数也可以是不同的，例如，在紧急制动判据组中仅包括紧急制动判据组包括所述车速减速梯度值大于预设梯度门限值和所述制动主缸压力值大于预设压力门限值两个紧急制动判据时，则需要获取所述车速减速梯度值和所述制动主缸压力值；在紧急制动判据组中包括紧急制动判据组包括所述车速减速梯度值大于预设梯度门限值、所述制动主缸压力值大于预设压力门限值和所述纵向加速度绝对值大于预设加速度门限值三个紧急制动判据时，则需要获取车速减速梯度值、制动主缸压力值和纵向加速度绝对值。具体地，所述相关运行参数包括车速减速梯度值、制动主缸压力值和纵向加速度绝对值的任意组合。
上述的车速减速梯度值表征的是设定时长内的车速减小量，可以由车速信号计算得到。具体地，可以从车速传感器或者所述车辆的安全控制系统获取车速信号，根据所述车速信号每隔该设定时长获取一次车速值，将前后两次获得的车速值的差值作为车速减速梯度值。从紧急制动到车速减为0的时间一般在1秒5秒以下，此外，从紧急制动到车速减为0的时间还跟制动前的车速及路面状态是相关的，为了准确的计算车速减速梯度值，可以每隔50毫秒计算一次车速减速梯度值，即设定时长为50毫秒。
上述的纵向加速度绝对值可以根据来自车辆的稳态控制系统(Electronic Stability Programe，ESP)的加速度信号获得，具体地，根据加速度信号获得加速度值，考虑到加速度值有正有负，对加速度值取绝对值得到纵向加速度绝对值；上述的制动主缸压力值可以通过设置在制动主缸的压力传感器获取。
步骤S102：判断所述相关运行参数是否至少满足预设的紧急制动判据组中的一个紧急制动判据，若是，则进入步骤S103；
由于仅需要所述紧急制动判据组中一个紧急制动判据被满足时就可以进行后续的操作，因此，在依次判断各紧急制动判据时，若检测到一个紧急制动判据被满足，则终止后续的紧急制动判据判断流程，例如，依次判断所述车速减速梯度值是否大于预设梯度门限值、判断所述制动主缸压力值是否大于预设压力门限值、判断所述纵向加速度绝对值是否大于预设加速度门限值，得到第二判断结果，若判断所述车速减速梯度值是否大于预设梯度门限值的判定结果为是，说明所述车速减速梯度值大于预设梯度门限值的紧急制动判据被满足了，则可以不再进行判断所述制动主缸压力值是否大于预设压力门限值和判断所述纵向加速度绝对值是否大于预设加速度门限值，而直接进入步骤S103执行。此外，所述紧急制动判据组中的各紧急制动判据的先后判断顺序可以根据实际需要自由设定。
步骤S103：若所述车辆的当前车速小于预设车速门限值，则抑制所述车辆发动机的停机。
具体地，可以通过发动机管理系统抑制自动停机的使能条件，使得能够则抑制所述车辆发动机的停机，即使得所述车辆的发动机不发生自动停机。
根据上述本具体示例中的方案可知，则抑制所述车辆发动机的停机的必备条件包括：一，检测到车辆的刹车踏板处于踩下状态，二，至少一个紧急制动判据被满足，三，所述车辆的当前车速小于预设车速门限值。
根据上述本实施例的方案，其是检测到车辆的刹车踏板处于踩下状态，获取所述车辆当前的相关运行参数，判断所述相关运行参数是否至少满足预设的紧急制动判据组中的一个紧急制动判据，若是且所述车辆的当前车速小于预设车速门限值，则抑制所述车辆发动机的停机，由于在检测到车辆的刹车踏板处于踩下状态后，判断所述车辆当前的相关运行参数是否至少满足紧急制动判据组中的一个紧急制动判据，若刹车踏板处于踩下状态、至少一个紧急制动判据被满足且当前车速小于预设车速门限值，说明所述车辆处于紧急制动状态，此时抑制所述车辆发动机的停机，使得具有自动起停功能的车辆在紧急制动后能够不进行自动停机(发动机不发生自动停机)，可以减少或者避免因挪车不及时带来的潜在安全隐患。
此外，车速减速度梯度信号、制动主缸压力信号、纵向加速度信号可能会出现波动，为避免误判，在其中一个实施例中，在紧急制动判据组中的各紧急制动判据的判断过程中均加有迟滞，这样即使车速减速度梯度信号(或者称为车速减速度梯度值)、制动主缸压力信号(或者成为制动主缸压力值)和纵向加速度信号(或者称为纵向加速度绝对值)出现波动，也不会导致计算的判断信号出现跳变，提高鲁棒性。以下当前紧急制动判据(紧急制动判据组中的任意一个紧急制动判据)的判断过程中加有迟滞为例进行说明。由于一般的紧急制动判据均是对应的运行参数大于对应的预设门限值，例如，如上所述的所述车速减速梯度值大于预设梯度门限值、所述制动主缸压力值大于预设压力门限值和所述纵向加速度绝对值大于预设加速度门限值。在下述说明中，是以在当前紧急制动判据为当前类型的运行参数大于对应的预设门限值为例进行说明。
具体地，判断所述当前类型的运行参数是否满足所述当前紧急制动判据的过程包括：将当前时刻的所述运行参数、所述当前类型对应的预设上限值和所述当前类型对应的预设下限值进行比较；若当前时刻的所述运行参数小于或等于所述预设下限值，则判定所述当前类型的运行参数不满足所述当前紧急制动判据；若当前时刻的所述运行参数大于所述预设上限值，则判定所述当前类型的运行参数满足所述当前紧急制动判据；若当前时刻的所述运行参数大于所述预设下限值且小于或等于所述预设上限值，则当前判断所述当前类型的运行参数是否满足所述当前紧急制动判据的判定结果与基于上一时刻的所述运行参数的判定结果相同。
这里，当前类型的运行参数可以是车速减速梯度值、制动主缸压力值、或者纵向加速度绝对值。这里，预设门限值可以是预设梯度门限值、预设压力门限值或者预设加速度门限值。
其中，所述当前类型对应的预设上限值和所述当前类型对应的预设下限值可以根据对应的预设门限值确定。例如，在预设门限值上减小对应的第一设定值后作为所述预设上限值，在预设门限值上增加对应的第二设定值后作为所述预设上限值。这里，第一设定值和第二设定值的大小可以根据实际需要设定。
例如，当前紧急制动判据为纵向加速度绝对值大于预设加速度门限值，预 设加速度门限值为10，纵向加速度绝对值对应的预设上限值为10.5，纵向加速度绝对值对应的预设下限值为9.5。若当前时刻的纵向加速度绝对值小于或等于9.5，则判定纵向加速度绝对值不满足当前紧急制动判据；若当前时刻的纵向加速度绝对值大于10.5，则判定纵向加速度绝对值满足当前紧急制动判据；若当前时刻的纵向加速度绝对值大于9.5且小于或等于10.5，则需要获取基于上一时刻的纵向加速度绝对值的判定结果，若基于上一时刻的纵向加速度绝对值的判定结果为判定纵向加速度绝对值满足当前紧急制动判据，则当前判断所述当前类型的运行参数是否满足所述当前紧急制动判据的判定结果也是纵向加速度绝对值满足当前紧急制动判据，例如，若上一时刻的纵向加速度绝对值大于10.5，则基于上一时刻的纵向加速度绝对值的判定结果为纵向加速度绝对值满足当前紧急制动判据，则当前的判定结果也是纵向加速度绝对值满足当前紧急制动判据；若基于上一时刻的纵向加速度绝对值的判定结果为判定纵向加速度绝对值不满足当前紧急制动判据，则当前判断所述当前类型的运行参数是否满足所述当前紧急制动判据的判定结果也是纵向加速度绝对值不满足当前紧急制动判据，例如，若上一时刻的纵向加速度绝对值小于或者等于9.5，则基于上一时刻的纵向加速度绝对值的判定结果为判定纵向加速度绝对值不满足当前紧急制动判据，则当前的判定结果也是纵向加速度绝对值不满足当前紧急制动判据。
为了便于理解本发明的方案，以下通过一个具体示例进行说明。在具体示例中，是以分别判断所述车速减速梯度值是否大于预设梯度门限值、所述制动主缸压力值是否大于预设压力门限值和所述纵向加速度绝对值是否大于预设加速度门限值为例进行说明，即以上述的紧急制动判据组中包括紧急制动判据组包括所述车速减速梯度值大于预设梯度门限值、所述制动主缸压力值大于预设压力门限值和所述纵向加速度绝对值大于预设加速度门限值三个紧急制动判据为例进行说明。但这并不构成对本发明方案的限定。
本具体示例中的发动机控制方法，如图2所示，包括如下步骤：
步骤S201：检测到车辆的刹车踏板处于踩下状态，获取车速减速梯度值、制动主缸压力值和纵向加速度绝对值；
步骤S202：判断所述车速减速梯度值是否大于预设梯度门限值，得到第一 判断结果；
步骤S203：判断所述制动主缸压力值是否大于预设压力门限值，得到第二判断结果；
步骤S204：判断所述纵向加速度绝对值是否大于预设加速度门限值，得到第三判断结果；
步骤S205：若所述第一判断结果、所述第二判断结果和所述第三判断结果表明所述车速梯度值大于预设梯度门限值、所述制动主缸压力值大于预设压力门限值和所述纵向加速度绝对值大于预设加速度门限值中有至少一个被满足，且所述车辆的当前车速小于预设车速门限值，则抑制所述车辆发动机的停机。
需要说明的是，上述步骤S202-步骤S204可以不采用上述先后顺序执行，也可以同时执行。上述步骤S202-步骤S204中均可以加有迟滞。
根据上述本具体示例中的方案可知，则抑制所述车辆发动机的停机的必备条件包括：一，检测到车辆的刹车踏板处于踩下状态，二，步骤S202-步骤S204中的至少一个步骤的判定结果为是，三，所述车辆的当前车速小于预设车速门限值。
此外，根据需要，本具体示例中的发动机控制方法还可以包括步骤：接收关闭指令，所述关闭指令中包括判据标识信息，根据所述判据标识信息将该判据标识信息对应的一个紧急制动判据关闭，在该紧急制动判据被关闭时，在检测到车辆的刹车踏板处于踩下状态后，可以不用再获取该紧急制动判据对应的参数值，也不要再执行该紧急制动判据的判断过程。例如，关闭指令中的判据标识信息为所述车速减速梯度值大于预设梯度门限值的标识信息，则不需要再获取车速减速梯度值，也不需要再执行上述的步骤S202。
实施例二
根据上述实施例中的发动机控制方法，本发明还提供一种发动机控制系统。图3为本发明实施例二的发动机控制系统的组成结构示意图。图3中示出了本发明实施例二的发动机控制系统的组成结构示意图。如图3所示，本实施例中的发动机控制系统，包括参数获取单元301、判断单元302和禁止单元303，其中：
参数获取单元301，用于检测到具有自动起停功能的车辆的刹车踏板处于踩下状态，获取所述车辆当前的相关运行参数；
判断单元302，用于判断所述相关运行参数是否至少满足预设的紧急制动判据组中的一个紧急制动判据；
禁止单元303，用于在判断单元302的判定结果为是且所述车辆的当前车速小于预设车速门限值时，则抑制所述车辆发动机的停机。
在其中一个实施例中，所述相关运行参数包括车速减速梯度值、制动主缸压力值和纵向加速度绝对值的任意组合；所述紧急制动判据组包括三个紧急制动判据的任意组合，所述三个紧急制动判据包括所述车速减速梯度值大于预设梯度门限值、所述制动主缸压力值大于预设压力门限值和所述纵向加速度绝对值大于预设加速度门限值。
在其中一个实施例中，参数获取单元301还用于获取发动机管理系统采集的刹车信号，根据所述刹车信号检测所述刹车踏板是否处于踩下状态。
在其中一个实施例中，参数获取单元301还用于获取所述刹车踏板的位移信号或者/和压力信号，根据所述位移信号或者/和所述压力信号检测所述刹车踏板是否处于踩下状态。
在其中一个实施例中，参数获取单元301从车速传感器或者所述车辆的安全控制系统获取车速信号，根据所述车速信号确定所述当前车速和设定时长内的车速减小量，该设定时长内的车速减小量作为所述车速减速梯度值。
在其中一个实施例中，判断单元302在当前紧急制动判据为当前类型的运行参数大于对应的预设门限值时，将当前时刻的所述运行参数、所述当前类型对应的预设上限值和所述当前类型对应的预设下限值进行比较，若当前时刻的所述运行参数小于或等于所述预设下限值，则判定所述当前类型的运行参数不满足所述当前紧急制动判据，若当前时刻的所述运行参数大于所述预设上限值，则判定所述当前类型的运行参数满足所述当前紧急制动判据，若当前时刻的所述运行参数大于所述预设下限值且小于或等于所述预设上限值，则当前判断所述当前类型的运行参数是否满足所述当前紧急制动判据的判定结果与基于上一时刻的所述运行参数的判定结果相同。
本发明实施例提供的发动机控制系统，需要指出的是：以上对于发动机控制系统的描述，与上述发动机控制方法的描述是类似的，并且具有上述发动机控制方法的有益效果，为节约篇幅，不再赘述；因此，以上对本发明实施例提供的发动机控制系统中未披露的技术细节，请参照上述提供的发动机控制方法的描述。
实施例三
根据上述实施例中的发动机控制系统，本发明还提供一种车辆，该车辆包括上述任意一个实施例中的发动机控制系统。由于该车辆中包括上述任意一个实施例中的发动机控制系统，因此也具有上述实施例中的发动机控制系统的有益效果，为节约篇幅，在此不再赘述。
本领域普通技术人员可以理解，实现上述实施例方法中的全部或部分流程，是可以通过计算机程序来指令相关的硬件来完成，所述的程序可存储于一计算机可读取存储介质中，作为独立的产品销售或使用。所述程序在执行时，可执行如上述各方法的实施例的全部或部分步骤。其中，所述的存储介质可为磁碟、光盘、只读存储记忆体(Read-Only Memory，ROM)或随机存储记忆体(Ran dom Access Memory，RAM)等。
或者，本发明上述集成的单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。基于这样的理解，本发明实施例的技术方案本质上或者说对现有技术做出贡献的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机、服务器、或者网络设备等)执行本发明各个实施例所述方法的全部或部分。
在上述实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详述的部分，可以参见其它实施例的相关描述。在本申请所提供的几个实施例中，应该理解到，所揭露的方法和系统，可以通过其它的方式实现。以上所描述的设备实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，如：多个单元或组件可以结合，或可以集成到另一个系统，或一些特征可以忽略，或不执行。另外，所显示或讨论 的各组成部分相互之间的耦合、或直接耦合、或通信连接可以是通过一些接口，设备或单元的间接耦合或通信连接，可以是电性的、机械的或其它形式的。
另外，在本发明各实施例中的各功能单元可以全部集成在一个处理单元中，也可以是各单元分别单独作为一个单元，也可以两个或两个以上单元集成在一个单元中；上述集成的单元既可以采用硬件的形式实现，也可以采用硬件加软件功能单元的形式实现。
以上所述实施例的各技术特征可以进行任意的组合，为使描述简洁，未对上述实施例中的各个技术特征所有可能的组合都进行描述，然而，只要这些技术特征的组合不存在矛盾，都应当认为是本说明书记载的范围。
以上所述实施例的各技术特征可以进行任意的组合，为使描述简洁，未对上述实施例中的各个技术特征所有可能的组合都进行描述，然而，只要这些技术特征的组合不存在矛盾，都应当认为是本说明书记载的范围。
以上所述实施例仅表达了本发明的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对发明专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。因此，本发明专利的保护范围应以所附权利要求为准。

Claims (10)

  1. 一种发动机控制方法，其特征在于，所述方法应用于具有自动起停功能的车辆，所述方法包括：
    检测到车辆的刹车踏板处于踩下状态，获取所述车辆当前的相关运行参数；
    判断所述相关运行参数是否至少满足预设的紧急制动判据组中的一个紧急制动判据；
    若是且所述车辆的当前车速小于预设车速门限值，则抑制所述车辆发动机的停机。
  2. 根据权利要求1所述的发动机控制方法，其特征在于，所述相关运行参数包括车速减速梯度值、制动主缸压力值和纵向加速度绝对值的任意组合；
    所述紧急制动判据组包括三个紧急制动判据的任意组合，所述三个紧急制动判据包括所述车速减速梯度值大于预设梯度门限值、所述制动主缸压力值大于预设压力门限值和所述纵向加速度绝对值大于预设加速度门限值。
  3. 根据权利要求1或2所述的发动机控制方法，其特征在于，还包括：
    获取发动机管理系统采集的刹车信号，根据所述刹车信号检测所述刹车踏板是否处于踩下状态；
    或者
    获取所述刹车踏板的位移信号或者/和压力信号，根据所述位移信号或者/和所述压力信号检测所述刹车踏板是否处于踩下状态。
  4. 根据权利要求1或2所述的发动机控制方法，其特征在于，从车速传感器或者所述车辆的安全控制系统获取车速信号，根据所述车速信号确定所述当前车速和设定时长内的车速减小量，该设定时长内的车速减小量作为所述车速减速梯度值。
  5. 根据权利1或2所述的发动机控制方法，其特征在于，在当前紧急制动判据为当前类型的运行参数大于对应的预设门限值时，判断所述当前类型的运行参数是否满足所述当前紧急制动判据的过程包括：
    将当前时刻的所述运行参数、所述当前类型对应的预设上限值和所述当前类型对应的预设下限值进行比较；
    若当前时刻的所述运行参数小于或等于所述预设下限值，则判定所述当前类型的运行参数不满足所述当前紧急制动判据；
    若当前时刻的所述运行参数大于所述预设上限值，则判定所述当前类型的运行参数满足所述当前紧急制动判据；
    若当前时刻的所述运行参数大于所述预设下限值且小于或等于所述预设上限值，则当前判断所述当前类型的运行参数是否满足所述当前紧急制动判据的判定结果与基于上一时刻的所述运行参数的判定结果相同。
  6. 一种发动机控制系统，其特征在于，包括：
    参数获取单元，用于在检测到具有自动起停功能的车辆的刹车踏板处于踩下状态时，获取所述车辆当前的相关运行参数；
    判断单元，用于判断所述相关运行参数是否至少满足预设的紧急制动判据组中的一个紧急制动判据；
    禁止单元，用于在所述判断单元的判定结果为是且所述车辆的当前车速小于预设车速门限值时，则抑制所述车辆发动机的停机。
  7. 根据权利要求6所述的发动机控制系统，其特征在于，所述相关运行参数包括车速减速梯度值、制动主缸压力值和纵向加速度绝对值的任意组合；
    所述紧急制动判据组包括三个紧急制动判据的任意组合，所述三个紧急制动判据包括所述车速减速梯度值大于预设梯度门限值、所述制动主缸压力值大于预设压力门限值和所述纵向加速度绝对值大于预设加速度门限值。
  8. 根据权利要求6或7所述的发动机控制系统，其特征在于：
    所述参数获取单元还用于获取发动机管理系统采集的刹车信号，根据所述刹车信号检测所述刹车踏板是否处于踩下状态；
    或者
    所述参数获取单元还用于获取所述刹车踏板的位移信号或者/和压力信号，根据所述位移信号或者/和所述压力信号检测所述刹车踏板是否处于踩下状态。
  9. 根据权利要求6或7所述的发动机控制系统，其特征在于：
    所述参数获取单元从车速传感器或者所述车辆的安全控制系统获取车速信号，根据所述车速信号确定所述当前车速和设定时长内的车速减小量，该设定 时长内的车速减小量作为所述车速减速梯度值；
    或者/和
    所述判断单元在当前紧急制动判据为当前类型的运行参数大于对应的预设门限值时，将当前时刻的所述运行参数、所述当前类型对应的预设上限值和所述当前类型对应的预设下限值进行比较，若当前时刻的所述运行参数小于或等于所述预设下限值，则判定所述当前类型的运行参数不满足所述当前紧急制动判据，若当前时刻的所述运行参数大于所述预设上限值，则判定所述当前类型的运行参数满足所述当前紧急制动判据，若当前时刻的所述运行参数大于所述预设下限值且小于或等于所述预设上限值，则当前判断所述当前类型的运行参数是否满足所述当前紧急制动判据的判定结果与基于上一时刻的所述运行参数的判定结果相同。
  10. 一种车辆，其特征在于包括如权利要求6至9之一所述的发动机控制系统。
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