WO2022061600A1 - 一种自动驻车的控制方法和系统 - Google Patents

一种自动驻车的控制方法和系统 Download PDF

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Publication number
WO2022061600A1
WO2022061600A1 PCT/CN2020/117187 CN2020117187W WO2022061600A1 WO 2022061600 A1 WO2022061600 A1 WO 2022061600A1 CN 2020117187 W CN2020117187 W CN 2020117187W WO 2022061600 A1 WO2022061600 A1 WO 2022061600A1
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WIPO (PCT)
Prior art keywords
vehicle
driving
automatic parking
current
gear
Prior art date
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PCT/CN2020/117187
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English (en)
French (fr)
Inventor
金远达
陈妩
韩明佳
姚远
Original Assignee
浙江吉利控股集团有限公司
宁波吉利汽车研究开发有限公司
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Application filed by 浙江吉利控股集团有限公司, 宁波吉利汽车研究开发有限公司 filed Critical 浙江吉利控股集团有限公司
Priority to PCT/CN2020/117187 priority Critical patent/WO2022061600A1/zh
Priority to CN202080103770.2A priority patent/CN116348348A/zh
Priority to EP20954454.3A priority patent/EP4206045A4/en
Publication of WO2022061600A1 publication Critical patent/WO2022061600A1/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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1025—Input torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system
    • B60W2510/182—Brake pressure, e.g. of fluid or between pad and disc
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/06—Direction of travel
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • B60W2710/186—Status of parking brakes

Definitions

  • the present invention relates to the technical field of vehicle parking, in particular to a control method and system for automatic parking.
  • the Autohold function ie, the automatic parking function
  • ESC Electronic Stability Control, body electronic stability control
  • the automatic parking control of most models on the market is relatively simple. It does not distinguish the driving scene of the vehicle (such as reversing, uphill, downhill, etc.), and only triggers the automatic parking function through a single judgment condition. For example, the automatic parking function is triggered whenever the vehicle's brake pedal is detected to be depressed until the vehicle is stationary.
  • the present invention is proposed to provide a control method and system for automatic parking that overcomes the above problems or at least partially solves the above problems.
  • An object of the present invention is to provide a control method and system for automatic parking that can adopt different automatic parking strategies according to different driving scenarios to improve user experience and safety performance.
  • a further object of the present invention is to conveniently and accurately determine whether the automatic parking activation conditions are met according to the vehicle speed and braking pressure for different driving scenarios.
  • a control method for automatic parking including:
  • the automatic parking function of the vehicle is activated or deactivated according to the judgment result.
  • the driving scenarios include reversing, uphill driving, flat road driving, and downhill driving;
  • the determining, according to the obtained road gradient and gear information, the driving scene that the vehicle is currently in includes:
  • gear information is the R gear, determining that the current driving scene of the vehicle is reversing
  • gear position information is not the R gear, it is determined according to the road gradient that the current driving scene of the vehicle is uphill driving, flat road driving or downhill driving.
  • judging whether the vehicle meets the automatic parking activation conditions, and obtaining a judgment result including:
  • the determined driving scene is downhill driving, determine whether the vehicle speed is less than the preset vehicle speed threshold and whether the brake pressure is greater than a second preset threshold, and if so, determine that the vehicle meets the automatic parking activation condition As a result of the determination, the second preset threshold is greater than the first preset threshold.
  • the activation or deactivation of the automatic parking function of the vehicle according to the judgment result includes:
  • the automatic parking function of the vehicle is activated.
  • obtaining the current road gradient of the vehicle including:
  • the road gradient on which the vehicle is currently traveling is obtained by sensing the gradient sensor.
  • obtain the current speed of the vehicle including:
  • obtain the braking pressure of the vehicle currently traveling including:
  • the current running brake pressure of the vehicle is sensed by a hydraulic pressure sensor provided at a brake pedal of the vehicle.
  • a control system for automatic parking including:
  • a road gradient acquiring unit configured to acquire the road gradient currently being driven by the vehicle
  • a vehicle speed obtaining unit configured to obtain the current speed of the vehicle
  • a brake pressure acquisition unit configured to acquire the current brake pressure of the vehicle
  • a gear information obtaining unit configured to obtain the gear information of the current driving of the vehicle
  • a parking control module connected to the road gradient acquisition unit, the vehicle speed acquisition unit, the brake pressure acquisition unit and the gear position information acquisition unit, respectively, and configured to determine the road gradient and gear position information based on the acquired road surface gradient and gear position information.
  • An execution unit connected with the parking control module, is configured to activate or deactivate the automatic parking function of the vehicle according to the corresponding control signal.
  • the driving scenario includes reversing, driving uphill, parking on a flat road, and driving downhill;
  • the parking control module is further configured to:
  • gear information is the R gear, determining that the current driving scene of the vehicle is reversing
  • gear position information is not the R gear, it is determined according to the road gradient that the current driving scene of the vehicle is uphill driving, flat road driving or downhill driving.
  • the corresponding control signal includes one of a first control signal indicating activation of the automatic parking function and a second control signal indicating disabling of the automatic parking function; the parking control module is further configured to:
  • the execution unit is also configured to:
  • the automatic parking function of the vehicle is activated according to the first control signal.
  • the road gradient acquiring unit includes:
  • a torque sensor configured to obtain the current driving torque of the vehicle
  • a first acceleration sensor configured to obtain the current longitudinal acceleration of the vehicle
  • the first calculator is configured to calculate and obtain the road gradient on which the vehicle currently travels according to the acquired driving torque and the longitudinal acceleration.
  • the road gradient acquisition unit is a gradient sensor configured to sense the road gradient on which the vehicle is currently traveling.
  • the vehicle speed obtaining unit includes:
  • a second acceleration sensor configured to acquire the current longitudinal acceleration of the vehicle
  • a wheel speed sensor configured to obtain current wheel speed information of each wheel of the vehicle
  • the second calculator is configured to calculate and obtain the current speed of the vehicle according to the acquired longitudinal acceleration and the wheel speed information of each wheel.
  • the brake pressure acquisition unit is a hydraulic pressure sensor
  • the hydraulic pressure sensor is provided on the brake pedal of the vehicle, and is configured to sense the brake pressure at which the vehicle is currently traveling.
  • the execution unit is a hydraulic execution unit integrated in the parking control module.
  • the automatic parking control method and system provided by the embodiments of the present invention obtain the current driving condition information of the vehicle, that is, the road gradient, vehicle speed, braking pressure and gear position information of the current vehicle driving, according to the road gradient and gear position.
  • the information determines the current driving scene of the vehicle, and then judges whether the vehicle meets the automatic parking activation conditions according to the determined driving scene and the obtained vehicle speed and brake pressure, so as to activate or disable the automatic parking function of the vehicle.
  • the solution of the present invention can adopt different automatic parking strategies according to different driving scenarios, meet the needs of users in different driving scenarios (use scenarios), and improve user experience and safety performance.
  • FIG. 1 is a schematic flowchart of a control method for automatic parking according to an embodiment of the present invention
  • FIG. 2 is a schematic diagram of a step of determining a driving scene that a vehicle is currently in according to acquired road gradient and gear information according to an embodiment of the present invention
  • FIG. 3 is a schematic structural diagram of a control system for automatic parking according to an embodiment of the present invention.
  • FIG. 4 is a schematic structural diagram of a control system for automatic parking according to another embodiment of the present invention.
  • FIG. 5 is a schematic structural diagram of a control system for automatic parking according to yet another embodiment of the present invention.
  • FIG. 6 is a schematic structural diagram of a control system for automatic parking according to yet another embodiment of the present invention.
  • the triggering of the automatic parking function of most models of vehicles on the market lacks the judgment of the usage scenario (or driving scenario) of the user (or driver), so that the activation of the automatic parking function cannot be adjusted according to different usage scenarios. conditions, causing user inconvenience, poor experience, and security risks.
  • the inventors of the present application have creatively found in their research that: based on the currently widely used electronic stability control system (ESC system) and big data analysis of the driver's driving habits, combined with the driving environment of the vehicle (such as road gradient) and driving data (such as vehicle speed, gear position, etc.), the driver's driving intention can be judged, so as to determine the vehicle usage scenario, and then different automatic parking trigger logic can be adopted for different vehicle usage scenarios to effectively solve the above problems.
  • ESC system electronic stability control system
  • big data analysis of the driver's driving habits combined with the driving environment of the vehicle (such as road gradient) and driving data (such as vehicle speed, gear position, etc.)
  • driving data such as vehicle speed, gear position, etc.
  • FIG. 1 shows a schematic flowchart of a control method for automatic parking according to an embodiment of the present invention.
  • the automatic parking control method may include at least the following steps S102 to S108.
  • Step S102 obtaining the road gradient, vehicle speed, braking pressure and gear position information of the current vehicle driving.
  • Step S104 determining the driving scene that the vehicle is currently in according to the acquired road gradient and gear information.
  • Step S106 according to the determined driving scene and the acquired vehicle speed and brake pressure, determine whether the vehicle meets the automatic parking activation condition, and obtain the determination result.
  • Step S108 according to the judgment result, activate or deactivate the automatic parking function of the vehicle.
  • the automatic parking control method provided by the embodiment of the present invention obtains the current driving condition information of the vehicle, that is, the current road gradient, vehicle speed, braking pressure, gear information, etc. Determine the driving scene that the vehicle is currently in, and then judge whether the vehicle meets the automatic parking activation conditions according to the determined driving scene and the obtained vehicle speed and brake pressure, so as to activate or disable the automatic parking function of the vehicle.
  • the solution of the present invention can adopt different automatic parking strategies according to different driving scenarios, meet the needs of users in different driving scenarios (use scenarios), and improve user experience and safety performance.
  • step S102 the current driving condition information of the vehicle is acquired, specifically the road gradient, vehicle speed, braking pressure and gear position information on which the vehicle is currently traveling.
  • the following describes how to obtain each driving condition information.
  • the current driving torque and longitudinal acceleration of the vehicle are obtained, and the current road gradient on which the vehicle is traveling is calculated according to the driving torque and longitudinal acceleration.
  • the driving torque is the output torque of the engine or motor that drives the vehicle, and can be detected by a torque detection element such as a torque sensor.
  • the torque sensing element may be provided in a drive control module of the vehicle.
  • Longitudinal acceleration refers to the acceleration along the axial direction of the vehicle, which can be sensed by an acceleration sensor.
  • the algorithm for calculating the road gradient according to the driving torque and the longitudinal acceleration may adopt an existing algorithm, which should be known by those skilled in the art, and will not be described in detail herein.
  • the road gradient can be calculated by obtaining the current driving torque and longitudinal acceleration of the vehicle, which can be realized by making full use of the components of the existing vehicle configuration and avoid the increase of cost.
  • the current road gradient of the vehicle is obtained by sensing the gradient sensor (gradient meter).
  • This method can directly measure the road slope, which simplifies the calculation process and improves the processing efficiency.
  • the current longitudinal acceleration of the vehicle and the wheel speed information of each wheel can be obtained, and the current vehicle speed of the vehicle can be calculated according to the longitudinal acceleration and the wheel speed information of each wheel.
  • the acquisition of longitudinal acceleration is as described above.
  • the wheel speed information of each wheel refers to the rotational speed of each wheel, and can be obtained by a wheel speed sensor provided at each wheel or a position such as a transmission corresponding to the wheel.
  • the algorithm for calculating the vehicle speed according to the longitudinal acceleration and the wheel speed information of each wheel may adopt the existing algorithm, which should be known by those skilled in the art, and will not be described in detail herein.
  • Brake pressure in this context refers to the pressure generated when the driver depresses the vehicle's brake pedal.
  • the brake pressure at which the vehicle is currently traveling may be sensed by a hydraulic pressure sensor provided at a brake pedal of the vehicle.
  • the gear information can be obtained by monitoring the driving gear of the vehicle through the vehicle's shift control module.
  • the driving gear of the vehicle may generally include a P gear (parking gear), an N gear (neutral gear), an R gear (reverse gear), a D gear (forward gear), and the like.
  • step S104 the current driving scene of the vehicle is determined according to the obtained road gradient and gear information.
  • the driving scenarios may include reversing, driving uphill, driving on a flat road, driving downhill, and the like.
  • step S104 may include the following steps:
  • Step S201 it is determined whether the acquired gear information is the R gear. If the acquired gear information is the R gear, step S202 is executed. If the acquired gear information is not the R gear, step S203 is executed.
  • Step S202 it is determined that the current driving scene of the vehicle is reversing.
  • Step S203 according to the road gradient, it is determined that the current driving scene of the vehicle is driving uphill, driving on a flat road, or driving downhill.
  • the road gradient refers to the longitudinal gradient of the road, that is, the degree of steepness of the road along the advancing direction of the road, which can usually be expressed by a percentage method, a degree method, or the like.
  • the road gradient is the gradient of the road in the direction of travel of the vehicle.
  • the road gradient is positive, it means uphill, then it can be determined that the current driving scene of the vehicle is driving uphill.
  • the road gradient is negative, it means going downhill, then it can be determined that the current driving scene of the vehicle is driving downhill.
  • the road gradient is about 0 degrees, it indicates a level road, and at this time, it can be determined that the current driving scene of the vehicle is driving on a flat road.
  • step S106 it is determined whether the vehicle meets the automatic parking activation conditions according to different driving scenarios and the vehicle speed and braking pressure.
  • step S106 after it is determined according to the obtained road gradient and gear information that the current driving scenario of the vehicle is reversing, uphill driving, flat road driving, or downhill driving, the execution of step S106 can be divided into the following: Four situations:
  • the vehicle when the determined driving scene is reversing, it can be directly determined that the vehicle does not meet the automatic parking activation condition as the judgment result. That is to say, when the vehicle is in a reverse driving scenario, it is directly determined that the vehicle does not meet the automatic parking activation conditions, without considering the current vehicle speed and braking pressure.
  • the vehicle speed is less than the preset vehicle speed threshold, and if so, it is determined that the vehicle meets the automatic parking activation condition as the determination result. Since on an uphill road, when the vehicle is stationary, it is very likely that the car will roll without the driver taking the initiative to brake. Therefore, when the vehicle is in an uphill driving scene, it is only judged by the speed of the vehicle. Whether the conditions for automatic parking activation are met. Due to the influence of factors such as detection accuracy, the vehicle speed obtained when the vehicle is stationary may not be equal to 0, but has a certain deviation. Therefore, a preset vehicle speed threshold is set in this application. When the vehicle speed is less than the preset vehicle speed threshold, it can be The vehicle is assumed to be stationary. The preset speed thresholds of different vehicles may be different, and the preset speed thresholds can be calibrated on actual vehicles by using a dedicated calibration tool.
  • the vehicle speed and brake pressure are combined to determine whether the automatic parking activation conditions are met. Only when the vehicle is stationary and the brake pressure generated by the driver depressing the brake pedal exceeds the first preset threshold, the driver's current driving intention is considered to be the desire to activate the automatic parking function, and thus, it is determined that the vehicle complies with the automatic parking activation condition.
  • the first preset threshold value of different vehicles may be different, and the first preset threshold value can be calibrated on an actual vehicle by using a dedicated calibration tool.
  • the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than the second preset threshold, and if so, it is determined that the vehicle meets the automatic parking activation condition as the judgment result .
  • the vehicle speed and brake pressure can be combined to determine whether it is eligible for automatic parking activation. condition.
  • the second preset threshold may be different for different vehicles, and the second preset threshold may be calibrated on an actual vehicle by a dedicated calibration tool.
  • the braking pressure required for the vehicle to stop on a downhill section is generally greater than the braking pressure required for the vehicle to stop on a flat road. Therefore, in general, the second preset threshold is greater than the first preset threshold.
  • the compliance judgment of the automatic parking activation condition is adjusted for different driving scenarios. Specifically, for reversing scenarios, regardless of any vehicle speed or brake pressure, the automatic parking activation conditions are not met; for uphill driving scenarios, only the vehicle speed is less than the preset vehicle speed threshold to meet the automatic parking activation conditions; for flat road driving For scenarios, the vehicle speed needs to be less than the preset speed threshold and the brake pressure is greater than the first preset threshold to meet the automatic parking activation conditions; for the downhill driving scenario, the vehicle speed needs to be less than the preset vehicle speed threshold and the brake pressure is greater than the second preset threshold. to be eligible for automatic parking activation. In this way, it overcomes the problems in the prior art that the automatic parking function is triggered by a single judgment condition, the user experience is poor, and there is a safety risk.
  • the automatic parking function of the vehicle is activated or deactivated according to the judgment result. Specifically, if the determination result is that the vehicle does not meet the automatic parking activation conditions, the automatic parking function of the vehicle is disabled. If the judgment result is that the vehicle meets the automatic parking activation condition, the automatic parking function of the vehicle is activated.
  • the automatic parking function By disabling or activating the automatic parking function according to the judgment results of the automatic parking activation conditions in different driving scenarios, it can meet the needs of users in different driving scenarios (use scenarios), improve user experience, and improve safety performance. Specifically, when the vehicle stops on an uphill section and the driver does not apply enough braking force to keep the vehicle stationary, the automatic parking function is triggered in time to perform active braking to avoid the danger of rolling. In the process of following a car on a flat road or downhill, avoid reducing the driving comfort due to the low activation threshold causing the automatic parking function to be frequently triggered. Prevents inconvenience and the risk of collisions caused by frequent activation of the automatic parking function during the parking process.
  • FIG. 3 shows a schematic structural diagram of an automatic parking control system 10 according to an embodiment of the present invention.
  • the control system 10 may include at least a road gradient acquisition unit 100, a vehicle speed acquisition unit 200, a brake pressure acquisition unit 300, a gear position information acquisition unit 400, a parking control module 500, and an execution unit 600.
  • the road gradient acquisition unit 100 may acquire the road gradient on which the vehicle is currently traveling.
  • the vehicle speed obtaining unit 200 may obtain the current speed of the vehicle.
  • the brake pressure acquisition unit 300 may acquire the brake pressure at which the vehicle is currently traveling.
  • the gear information obtaining unit 400 may obtain gear information on which the vehicle is currently traveling.
  • the gear position information obtaining unit 400 may be a shift control module of the vehicle.
  • the parking control module 500 is respectively connected with the road gradient acquisition unit 100 , the vehicle speed acquisition unit 200 , the brake pressure acquisition unit 300 and the gear position information acquisition unit 400 , and can determine the current driving mode of the vehicle according to the acquired road gradient and gear position information.
  • the execution unit 600 is connected to the parking control module 500, receives a corresponding control signal sent by the parking control module 500, and activates or deactivates the automatic parking function of the vehicle according to the control signal.
  • the driving scenarios may include reversing, driving uphill, driving on a flat road, driving downhill, and the like.
  • the parking control module 500 may determine the driving scene that the vehicle is currently in by: judging whether the acquired gear information is the R gear. If the obtained gear position information is the R gear, it is determined that the current driving scene of the vehicle is reversing. If the obtained gear position information is not the R gear, it is determined according to the road gradient that the current driving scene of the vehicle is uphill driving, flat road driving or downhill driving. The manner of judging whether the current driving scene of the vehicle is driving uphill, driving on a flat road, or driving downhill according to the road gradient is as described above, and will not be repeated.
  • the corresponding control signal may include one of a first control signal indicating activation of the automatic parking function and a second control signal indicating disabling of the automatic parking function.
  • the parking control module 500 can determine whether the automatic parking activation conditions are met for different driving scenarios in the following ways, and generate corresponding control signals accordingly:
  • the determined driving scene When the determined driving scene is reversing, it is directly determined that the vehicle does not meet the automatic parking activation condition, and a second control signal is generated.
  • the determined driving scene is uphill driving, it is determined whether the vehicle speed is less than the preset vehicle speed threshold, and if so, it is determined that the vehicle meets the automatic parking activation condition, and a first control signal is generated.
  • the determined driving scene When the determined driving scene is driving on a flat road, it is determined whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than the first preset threshold; When the determined driving scene is downhill driving, it is determined whether the vehicle speed is less than the preset vehicle speed threshold and whether the braking pressure is greater than the second preset threshold, and if so, it is determined that the vehicle meets the automatic parking activation condition, and a first control signal is generated, wherein , the second preset threshold is greater than the first preset threshold.
  • the definitions and settings of the preset vehicle speed threshold, the first preset threshold and the second preset threshold are as described above, and will not be repeated.
  • the execution unit 600 disables the automatic parking function of the vehicle according to the second control signal, or activates the automatic parking function of the vehicle according to the first control signal.
  • the road gradient acquisition unit 100 may include a torque sensor 101 , a first acceleration sensor 102 and a first calculator 103 .
  • the torque sensor 101 acquires the current driving torque of the vehicle, which can be set in a driving control module of the vehicle.
  • the drive torque is the output torque of the engine or motor that drives the vehicle.
  • the first acceleration sensor 102 is configured to obtain the current longitudinal acceleration of the vehicle.
  • the first calculator 103 can be connected to the torque sensor 101 and the first acceleration sensor 102 respectively, and calculates the current road gradient of the vehicle according to the driving torque obtained by the torque sensor 101 and the longitudinal acceleration obtained by the first acceleration sensor 102 .
  • the algorithm for calculating the road gradient according to the driving torque and the longitudinal acceleration may adopt an existing algorithm, which should be known by those skilled in the art, and will not be described in detail herein.
  • the vehicle speed acquisition unit 200 may include a second acceleration sensor 201 , a wheel speed sensor 202 and a second calculator 203 .
  • the second acceleration sensor 201 is configured to acquire the current longitudinal acceleration of the vehicle.
  • the number of wheel speed sensors 202 can be the same as the number of wheels of the vehicle, and each wheel speed sensor 202 correspondingly obtains the current wheel speed information of each wheel of the vehicle. Measure the current wheel speed of the four wheels.
  • the second calculator 203 can be connected to the second acceleration sensor 201 and the wheel speed sensor 202 respectively, and calculates the current driving of the vehicle according to the longitudinal acceleration obtained by the second acceleration sensor 201 and the wheel speed information of each wheel obtained by each wheel speed sensor 202 speed.
  • the algorithm for calculating the vehicle speed according to the longitudinal acceleration and the wheel speed information of each wheel may adopt the existing algorithm, which should be known by those skilled in the art, and will not be described in detail herein.
  • the first acceleration sensor 102 and the second acceleration sensor 201 may be the same acceleration sensor, thereby reducing the number of components and equipment cost.
  • the first calculator 103 and the second calculator 203 may be integrated into the parking control module 500 to centrally and effectively utilize the computing resources of the control system 10, improve the computing processing capability, and further improve the Efficiency of automatic parking control.
  • the first calculator 103 and the second calculator 203 may also be constituted by the same processor, and the processor runs the corresponding computer program codes to complete the calculation of the road gradient and the speed of the vehicle, respectively.
  • the brake pressure acquisition unit 300 may be a hydraulic pressure sensor 301 .
  • the hydraulic pressure sensor 301 may be provided at the brake pedal of the vehicle to sense the braking pressure of the vehicle currently traveling.
  • the solution of this embodiment can sense the braking pressure of the vehicle currently traveling by using the original hydraulic pressure sensor of the vehicle, so as to avoid additional equipment cost.
  • the hydraulic pressure sensor 301 may be integrated in the parking control module 500 to reduce the length of the signal transmission path and improve the signal transmission efficiency.
  • the execution unit 600 may be a hydraulic execution unit 601 . After the hydraulic execution unit 601 receives the first control signal sent by the parking control module 500, the hydraulic execution unit 601 applies a certain hydraulic pressure to the braking system of the vehicle to complete the activation of the automatic parking function. Further, the execution unit 600 (specifically, the hydraulic execution unit 601, as shown in FIG. 5 ) may be integrated in the parking control module 500 to reduce the length of the signal transmission path and improve the signal transmission efficiency.
  • the road gradient acquisition unit 100 may be a gradient sensor 104 (or a gradient meter) configured to sense the road gradient on which the vehicle is currently traveling.
  • the road gradient is directly measured by the gradient sensor 104, which simplifies the calculation process and improves the processing efficiency.
  • the wheel speed sensor 202 and the parking control module 500 may be hardwired to transmit data. Communication between other units and sensors and the parking control module 500 may be performed through a FlexRay longitudinal or CAN (Controller Area Network, controller area network) bus.
  • FlexRay longitudinal or CAN Controller Area Network, controller area network
  • the embodiments of the present invention can achieve the following beneficial effects:
  • the automatic parking control method and system provided by the embodiments of the present invention obtain the current driving condition information of the vehicle, that is, the road gradient, vehicle speed, braking pressure, gear position information, etc.
  • Bit information determines the current driving scene of the vehicle, and then judges whether the vehicle meets the automatic parking activation conditions according to the determined driving scene and the obtained vehicle speed and brake pressure, so as to activate or disable the automatic parking function of the vehicle.
  • the solution of the present invention can adopt different automatic parking strategies according to different driving scenarios, meet the needs of users in different driving scenarios (use scenarios), and improve user experience and safety performance.

Abstract

一种自动驻车的控制方法和系统（10），其中方法包括：获取车辆当前行驶的路面坡度、车速、制动压力和档位信息；根据所获取的路面坡度和档位信息确定车辆当前处于的驾驶场景；根据所确定的驾驶场景和所获取的车速和制动压力，判断车辆是否符合自动驻车激活条件，得到判断结果；根据判断结果激活或禁用车辆的自动驻车功能。该自动驻车的控制方法和系统（10）能够根据不同的驾驶场景采用不同的自动驻车策略，满足用户在不同驾驶场景（使用场景）下的需求，提升用户体验和安全性能。

Description

一种自动驻车的控制方法和系统 技术领域
本发明涉及车辆驻车技术领域，特别是涉及一种自动驻车的控制方法和系统。
背景技术
Autohold功能(即自动驻车功能)是当前改善车辆驾驶舒适性和行车便捷性的一项ESC(Electronic Stability Control，车身电子稳定控制)系统的附加功能。目前市场上大部分车型的自动驻车控制都比较简单，不区分车辆的驾驶场景(如倒车、上坡、下坡等)，只通过单一的判断条件来触发自动驻车功能。例如，只要检测到车辆的制动踏板被踩下至车辆静止，就触发自动驻车功能。这种方式，可能会导致以下不便或危险：(1)当上坡时车辆停止，而驾驶员没有施加足够的制动力保持车辆静止时，导致自动驻车功能不能被触发，引起溜车；(2)在平路或下坡跟车过程中，由于激活门限较低，在驾驶员频繁制动下导致自动驻车功能被频繁触发，降低了驾驶舒适度；(3)在泊车入位过程中自动驻车功能被频繁激活，需驾驶员通过踩下油门踏板或关闭自动驻车功能来解除驻车，操作不便，且在狭小空间内通过油门解除驻车存在一定的碰撞风险。这些，都会造成用户使用不便，降低用户体验。
发明内容
鉴于上述问题，提出了本发明以便提供一种克服上述问题或者至少部分地解决上述问题的自动驻车的控制方法和系统。
本发明的一个目的在于提供一种可根据不同的驾驶场景采用不同的自动驻车策略以提升用户体验和安全性能的自动驻车的控制方法和系统。
本发明的一个进一步的目的在于针对不同的驾驶场景，根据车辆的车速和制动压力方便、准确地进行是否符合自动驻车激活条件的判断。
特别地，根据本发明实施例的一方面，提供了一种自动驻车的控制方法，包括：
获取车辆当前行驶的路面坡度、车速、制动压力和档位信息；
根据所获取的路面坡度和档位信息确定所述车辆当前处于的驾驶场景；
根据所确定的驾驶场景和所获取的车速和制动压力，判断所述车辆是否符合自动驻车激活条件，得到判断结果；
根据所述判断结果激活或禁用所述车辆的自动驻车功能。
可选地，所述驾驶场景包括倒车、上坡行驶、平路行驶和下坡行驶；
所述根据所获取的路面坡度和档位信息确定所述车辆当前处于的驾驶场景，包括：
判断所述档位信息是否为R档；
若所述档位信息为R档，则确定所述车辆当前处于的驾驶场景为倒车；
若所述档位信息不为R档，则根据所述路面坡度判断所述车辆当前处于的驾驶场景为上坡行驶、平路行驶或下坡行驶。
可选地，所述根据所确定的驾驶场景和所获取的车速和制动压力，判断所述车辆是否符合自动驻车激活条件，得到判断结果，包括：
当所确定的驾驶场景为倒车时，直接确定所述车辆不符合自动驻车激活条件作为判断结果；
当所确定的驾驶场景为上坡行驶时，判断所述车速是否小于预设车速阈值，若是，则确定所述车辆符合自动驻车激活条件作为判断结果；
当所确定的驾驶场景为平路行驶时，判断所述车速是否小于所述预设车速阈值且所述制动压力是否大于第一预设阈值，若是，则确定所述车辆符合自动驻车激活条件作为判断结果；
当所确定的驾驶场景为下坡行驶时，判断所述车速是否小于所述预设车速阈值且所述制动压力是否大于第二预设阈值，若是，则确定所述车辆符合自动驻车激活条件作为判断结果，其中，所述第二预设阈值大于所述第一预设阈值。
可选地，所述根据所述判断结果激活或禁用所述车辆的自动驻车功能，包括：
若所述判断结果为所述车辆不符合自动驻车激活条件，则禁用所述车辆的自动驻车功能；
若所述判断结果为所述车辆符合自动驻车激活条件，则激活所述车辆 的自动驻车功能。
可选地，获取车辆当前行驶的路面坡度，包括：
获取所述车辆当前的驱动扭矩和纵向加速度，根据所述驱动扭矩和所述纵向加速度计算得到所述车辆当前行驶的路面坡度；
或者，
通过坡度传感器感测得到所述车辆当前行驶的路面坡度。
可选地，获取车辆当前行驶的车速，包括：
获取所述车辆当前的纵向加速度和各车轮的轮速信息，根据所述纵向加速度和各车轮的所述轮速信息计算得到所述车辆当前行驶的车速。
可选地，获取车辆当前行驶的制动压力，包括：
通过设置在所述车辆的制动踏板处的液压传感器感测得到所述车辆当前行驶的制动压力。
根据本发明实施例的另一方面，还提供了一种自动驻车的控制系统，包括：
路面坡度获取单元，配置为获取车辆当前行驶的路面坡度；
车速获取单元，配置为获取所述车辆当前行驶的车速；
制动压力获取单元，配置为获取所述车辆当前行驶的制动压力；
档位信息获取单元，配置为获取所述车辆当前行驶的档位信息；
驻车控制模块，分别与所述路面坡度获取单元、所述车速获取单元、所述制动压力获取单元和所述档位信息获取单元连接，配置为根据所获取的路面坡度和档位信息确定所述车辆当前处于的驾驶场景，并根据所确定的驾驶场景和所获取的车速和制动压力，判断所述车辆是否符合自动驻车激活条件，得到判断结果，根据所述判断结果生成相应的控制信号；以及
执行单元，与所述驻车控制模块连接，配置为根据所述相应的控制信号激活或禁用所述车辆的自动驻车功能。
可选地，所述驾驶场景包括倒车、上坡行驶、平路停车和下坡行驶；
所述驻车控制模块还配置为：
判断所述档位信息是否为R档；
若所述档位信息为R档，则确定所述车辆当前处于的驾驶场景为倒车；
若所述档位信息不为R档，则根据所述路面坡度判断所述车辆当前处 于的驾驶场景为上坡行驶、平路行驶或下坡行驶。
可选地，所述相应的控制信号包括指示激活自动驻车功能的第一控制信号和指示禁用自动驻车功能的第二控制信号之一；所述驻车控制模块还配置为：
当所确定的驾驶场景为倒车时，直接确定所述车辆不符合自动驻车激活条件，生成所述第二控制信号；
当所确定的驾驶场景为上坡行驶时，判断所述车速是否小于预设车速阈值，若是，则确定所述车辆符合自动驻车激活条件，生成所述第一控制信号；
当所确定的驾驶场景为平路行驶时，判断所述车速是否小于所述预设车速阈值且所述制动压力是否大于第一预设阈值，若是，则确定所述车辆符合自动驻车激活条件，生成所述第一控制信号；
当所确定的驾驶场景为下坡行驶时，判断所述车速是否小于所述预设车速阈值且所述制动压力是否大于第二预设阈值，若是，则确定所述车辆符合自动驻车激活条件，生成所述第一控制信号，其中，所述第二预设阈值大于所述第一预设阈值；
所述执行单元还配置为：
根据所述第二控制信号禁用所述车辆的自动驻车功能；或
根据所述第一控制信号激活所述车辆的自动驻车功能。
可选地，所述路面坡度获取单元包括：
扭矩传感器，配置为获取所述车辆当前的驱动扭矩；
第一加速度传感器，配置为获取所述车辆当前的纵向加速度；
第一计算器，配置为根据获取的所述驱动扭矩和所述纵向加速度计算得到所述车辆当前行驶的路面坡度。
可选地，所述路面坡度获取单元为坡度传感器，配置为感测所述车辆当前行驶的路面坡度。
可选地，所述车速获取单元包括：
第二加速度传感器，配置为获取所述车辆当前的纵向加速度；
轮速传感器，配置为获取所述车辆当前的各车轮的轮速信息；
第二计算器，配置为根据获取的所述纵向加速度和各车轮的所述轮速 信息计算得到所述车辆当前行驶的车速。
可选地，所述制动压力获取单元为液压传感器；
所述液压传感器设置在所述车辆的制动踏板上，配置为感测所述车辆当前行驶的制动压力。
可选地，所述执行单元为液压执行单元，集成在所述驻车控制模块中。
本发明实施例提供的自动驻车的控制方法和系统，通过获取车辆当前的行驶工况信息，即，车辆当前行驶的路面坡度、车速、制动压力和档位信息，根据路面坡度和档位信息确定车辆当前处于的驾驶场景，进而根据确定的驾驶场景和获取的车速和制动压力判断车辆是否符合自动驻车激活条件，据以激活或禁用车辆的自动驻车功能。本发明的方案能够根据不同的驾驶场景采用不同的自动驻车策略，满足用户在不同驾驶场景(使用场景)下的需求，提升用户体验和安全性能。
进一步地，在确定车辆的驾驶场景后，针对不同的驾驶场景，根据车辆的车速和制动压力方便、准确地进行是否符合自动驻车激活条件的判断，从而提高自动驻车控制的效率和精确度，进一步提升用户体验和安全性能。
上述说明仅是本发明技术方案的概述，为了能够更清楚了解本发明的技术手段，而可依照说明书的内容予以实施，并且为了让本发明的上述和其它目的、特征和优点能够更明显易懂，以下特举本发明的具体实施方式。
根据下文结合附图对本发明具体实施例的详细描述，本领域技术人员将会更加明了本发明的上述以及其他目的、优点和特征。
附图说明
后文将参照附图以示例性而非限制性的方式详细描述本发明的一些具体实施例。附图中相同的附图标记标示了相同或类似的部件或部分。本领域技术人员应该理解，这些附图未必是按比例绘制的。附图中：
图1为根据本发明一个实施例的一种自动驻车的控制方法的流程示意图；
图2为根据本发明一个实施例的根据所获取的路面坡度和档位信息确定车辆当前处于的驾驶场景的步骤的示意图；
图3为根据本发明一个实施例的一种自动驻车的控制系统的结构示意图；
图4为根据本发明另一个实施例的一种自动驻车的控制系统的结构示意图；
图5为根据本发明再一个实施例的一种自动驻车的控制系统的结构示意图；
图6为根据本发明又一个实施例的一种自动驻车的控制系统的结构示意图。
具体实施方式
下面将参照附图更详细地描述本公开的示例性实施例。虽然附图中显示了本公开的示例性实施例，然而应当理解，可以以各种形式实现本公开而不应被这里阐述的实施例所限制。相反，提供这些实施例是为了能够更透彻地理解本公开，并且能够将本公开的范围完整的传达给本领域的技术人员。
目前市场上大多数车型的车辆的自动驻车功能的触发缺少对用户(或称驾驶员)的使用场景(或称驾驶场景)的判断，从而无法根据不同的使用场景调整自动驻车功能的激活条件，造成用户使用不便，体验感差，且存在安全风险。
本申请的发明人在研究中创造性地发现：基于目前广泛使用的车身电子稳定控制系统(ESC系统)和驾驶员的驾驶习惯的大数据分析，结合车辆的行驶环境(如路面坡度)和驾驶数据(如车速、档位等)，可以判断出驾驶员的驾驶意图，从而确定车辆使用场景，进而可针对不同的车辆使用场景采用不同的自动驻车触发逻辑，有效地解决上述问题。
为解决上述技术问题，本发明实施例提出一种自动驻车的控制方法。图1示出了根据本发明一个实施例的自动驻车的控制方法的流程示意图。参见图1，该自动驻车的控制方法至少可以包括以下步骤S102至步骤S108。
步骤S102，获取车辆当前行驶的路面坡度、车速、制动压力和档位信息。
步骤S104，根据所获取的路面坡度和档位信息确定车辆当前处于的驾驶场景。
步骤S106，根据所确定的驾驶场景和所获取的车速和制动压力，判断车辆是否符合自动驻车激活条件，得到判断结果。
步骤S108，根据判断结果激活或禁用车辆的自动驻车功能。
本发明实施例提供的自动驻车的控制方法，通过获取车辆当前的行驶工况信息，即，车辆当前行驶的路面坡度、车速、制动压力、档位信息等，根据路面坡度和档位信息确定车辆当前处于的驾驶场景，进而根据确定的驾驶场景和获取的车速和制动压力判断车辆是否符合自动驻车激活条件，据以激活或禁用车辆的自动驻车功能。本发明的方案能够根据不同的驾驶场景采用不同的自动驻车策略，满足用户在不同驾驶场景(使用场景)下的需求，提升用户体验和安全性能。
上文步骤S102中，获取车辆当前的行驶工况信息，具体为车辆当前行驶的路面坡度、车速、制动压力和档位信息。下面对各行驶工况信息的获取方式进行介绍。
(1)路面坡度的获取
特别地，路面坡度的获取方式至少可以有以下两种。
第一种方式，获取车辆当前的驱动扭矩和纵向加速度，根据驱动扭矩和纵向加速度计算得到车辆当前行驶的路面坡度。
驱动扭矩为驱动车辆行驶的发动机或电机的输出扭矩，可通过扭矩传感器等扭矩检测元件检测得到。扭矩检测元件可以设置在车辆的驱动控制模块中。纵向加速度指沿着车辆的轴向的加速度，可通过加速度传感器感测得到。根据驱动扭矩和纵向加速度计算路面坡度的算法可采用现有的算法，本领域技术人员应可知晓，本文不另赘述。通过获取车辆当前的驱动扭矩和纵向加速度计算得出路面坡度，可充分利用现有车辆配置的部件实现，避免成本的增加。
第二种方式，通过坡度传感器(坡度仪)感测得到车辆当前行驶的路面坡度。此方式可直接测量出路面坡度，简化了计算过程，提高处理效率。
(2)车速的获取
特别地，可获取车辆当前的纵向加速度和各车轮的轮速信息，根据纵向加速度和各车轮的轮速信息计算得到车辆当前行驶的车速。
纵向加速度的获取如前文所述。各车轮的轮速信息指各车轮的转速，可通过设置在各车轮或与车轮对应的变速器等位置处的轮速传感器获得。根据纵向加速度和各车轮的轮速信息计算车速的算法可采用现有的算法，本领域技术人员应可知晓，本文不另赘述。
(3)制动压力的获取
本文中的制动压力指驾驶员踩下车辆的制动踏板时产生的压力。特别地，车辆当前行驶的制动压力可通过设置在车辆的制动踏板处的液压传感器感测得到。
(4)档位信息的获取
档位信息可通过车辆的换挡控制模块监测车辆的行驶档位得到。车辆的行驶档位通常可包括P档(停车档)、N档(空挡)、R档(倒档)、D档(前进档)等。
上文步骤S104中，根据获取的路面坡度和档位信息确定车辆当前处于的驾驶场景。
在本发明的一个实施例中，驾驶场景可以包括倒车、上坡行驶、平路行驶和下坡行驶等。在这种情况下，步骤S104可以包括以下步骤：
步骤S201，判断所获取的档位信息是否为R档。若所获取的档位信息为R档，则执行步骤S202。若所获取的档位信息不为R档，则执行步骤S203。
步骤S202，确定车辆当前处于的驾驶场景为倒车。
步骤S203，根据路面坡度判断车辆当前处于的驾驶场景为上坡行驶、平路行驶或下坡行驶。
在实际应用中，路面坡度指路面的纵坡度，即，沿着道路前进方向的路面陡缓的程度，通常可以用百分比法、度数法等进行表示。用度数法进行表示时，路面坡度α表示为：tanα＝高程差/水平距离，即，路面坡度α的正切值等于沿着道路前进方向的同一坡段内两点间的高程差(即两点间的垂直高度)与水平距离的比。如何根据路面坡度判断车辆在上坡行驶、平路行驶或下坡行驶应为本领域技术人员所知晓。在一种具体的实施方案中，路面坡度为道路在车辆的前进方向上的坡度。路面坡度为正值时表示上坡，则此时可判断车辆当前处于的驾驶场景为上坡行驶。路面坡度为负值时表示下坡，则此时可判断车辆当前处于的驾驶场景为下坡行驶。路面坡度为0度左右时表示水平路面，则此时可判断车辆当前处于的驾驶场景为平路行驶。
上文步骤S106中，根据不同的驾驶场景以及车辆的车速和制动压力进 行车辆是否符合自动驻车激活条件的判断。
在本发明的一个实施例中，在根据获取的路面坡度和档位信息确定车辆当前处于的驾驶场景为倒车、上坡行驶、平路行驶或下坡行驶后，步骤S106的执行可以分为以下四种情形：
第一种情形，当所确定的驾驶场景为倒车时，可直接确定车辆不符合自动驻车激活条件作为判断结果。也就是说，当车辆处于倒车的驾驶场景时，直接判断车辆不符合自动驻车激活条件，而无需考虑车辆当前的车速和制动压力。
第二种情形，当所确定的驾驶场景为上坡行驶时，判断车速是否小于预设车速阈值，若是，则确定车辆符合自动驻车激活条件作为判断结果。由于在上坡路段，当车辆静止时，很有可能在驾驶员还没有主动进行制动的情况下就已发生溜车情况，因此，当车辆处于上坡行驶的驾驶场景时，只通过车速来判断是否符合自动驻车激活条件。由于检测精度等因素的影响，车辆静止时获取到的车辆车速可能并不等于0，而是存在一定偏差，因此，本申请中设定预设车速阈值，当车速小于预设车速阈值时，可认为车辆已静止。不同车辆的预设车速阈值可不同，可以通过专用的标定工具在实际车辆上对预设车速阈值进行标定。
第三种情形，当所确定的驾驶场景为平路行驶时，判断车速是否小于预设车速阈值且制动压力是否大于第一预设阈值，若是，则确定车辆符合自动驻车激活条件作为判断结果。由于在平路上车辆不存在溜车的风险，因此，当车辆处于平路行驶的驾驶场景时，结合车速和制动压力来判断是否符合自动驻车激活条件。只有在车辆静止且驾驶员踩下制动踏板产生的制动压力超过第一预设阈值时，才认为驾驶员当前的驾驶意图为希望激活自动驻车功能，由此，确定车辆符合自动驻车激活条件。不同车辆的第一预设阈值可不同，可以通过专用的标定工具在实际车辆上对第一预设阈值进行标定。
第四种情形，当所确定的驾驶场景为下坡行驶时，判断车速是否小于预设车速阈值且制动压力是否大于第二预设阈值，若是，则确定车辆符合自动驻车激活条件作为判断结果。在下坡路段，在正常行驶条件下，驾驶员需通过主动制动来使车辆停止，因此，当车辆处于下坡行驶的驾驶场景 时，可结合车速和制动压力来判断是否符合自动驻车激活条件。只有在车辆静止且驾驶员踩下制动踏板产生的制动压力超过第二预设阈值时，才认为驾驶员当前的驾驶意图为希望激活自动驻车功能，由此，确定车辆符合自动驻车激活条件。不同车辆的第二预设阈值可不同，可以通过专用的标定工具在实际车辆上对第二预设阈值进行标定。另外，车辆在下坡路段停止所需的制动压力通常大于其在平路上停止所需的制动压力，因此，一般情况下，第二预设阈值大于第一预设阈值。
本发明的实施例中，针对不同的驾驶场景调整自动驻车激活条件的符合判断。具体地，对于倒车场景，无论任何车速和制动压力均不符合自动驻车激活条件；对于上坡行驶场景，只需车速小于预设车速阈值即可符合自动驻车激活条件；对于平路行驶场景，需车速小于预设车速阈值且制动压力大于第一预设阈值才符合自动驻车激活条件；对于下坡行驶场景，需车速小于预设车速阈值且制动压力大于第二预设阈值才符合自动驻车激活条件。如此，克服了现有技术中通过单一的判断条件来触发自动驻车功能，用户体验差，存在安全风险的问题。
上文步骤S108中，根据判断结果激活或禁用车辆的自动驻车功能。具体地，若判断结果为车辆不符合自动驻车激活条件，则禁用车辆的自动驻车功能。若判断结果为车辆符合自动驻车激活条件，则激活车辆的自动驻车功能。
通过根据不同的驾驶场景下对自动驻车激活条件的符合判断的结果禁用或激活自动驻车功能，可满足用户在不同驾驶场景(使用场景)下的需求，改善用户体验，提升安全性能。具体地，在上坡路段车辆停止，而驾驶员没有施加足够的制动力保持车辆静止时，及时触发自动驻车功能进行主动制动，避免溜车危险。在平路或下坡跟车过程中，避免由于激活门限较低导致自动驻车功能被频繁触发而降低驾驶舒适度。在泊车入位过程中防止自动驻车功能被频繁激活导致的操作不便和碰撞风险。
基于同一技术构思，本发明实施例还提供了一种自动驻车的控制系统10。图3示出了根据本发明一个实施例的一种自动驻车的控制系统10的结构示意图。参建图3所示，控制系统10至少可以包括路面坡度获取单元100、车速获取单元200、制动压力获取单元300、档位信息获取单元400、驻 车控制模块500以及执行单元600。
路面坡度获取单元100可获取车辆当前行驶的路面坡度。车速获取单元200可获取车辆当前行驶的车速。制动压力获取单元300可获取车辆当前行驶的制动压力。档位信息获取单元400可获取车辆当前行驶的档位信息。档位信息获取单元400可以为车辆的换挡控制模块。驻车控制模块500分别与路面坡度获取单元100、车速获取单元200、制动压力获取单元300和档位信息获取单元400连接，可根据所获取的路面坡度和档位信息确定车辆当前处于的驾驶场景，并根据所确定的驾驶场景和所获取的车速和制动压力，判断车辆是否符合自动驻车激活条件，得到判断结果，根据判断结果生成相应的控制信号。执行单元600与驻车控制模块500连接，接收驻车控制模块500发送的相应的控制信号，根据该控制信号激活或禁用车辆的自动驻车功能。
在本发明的一个实施例中，驾驶场景可以包括倒车、上坡行驶、平路行驶和下坡行驶等。在这种情况下，驻车控制模块500可通过以下方式确定车辆当前处于的驾驶场景：判断所获取的档位信息是否为R档。若所获取的档位信息为R档，则确定车辆当前处于的驾驶场景为倒车。若所获取的档位信息不为R档，则根据路面坡度判断车辆当前处于的驾驶场景为上坡行驶、平路行驶或下坡行驶。根据路面坡度判断车辆当前处于的驾驶场景为上坡行驶、平路行驶或下坡行驶的方式如前文所述，不再重复。
在本发明的一个实施例中，相应的控制信号可包括指示激活自动驻车功能的第一控制信号和指示禁用自动驻车功能的第二控制信号之一。相应地，驻车控制模块500可以通过以下方式针对不同的驾驶场景进行是否符合自动驻车激活条件的判断并据此生成相应的控制信号：
当所确定的驾驶场景为倒车时，直接确定车辆不符合自动驻车激活条件，生成第二控制信号。当所确定的驾驶场景为上坡行驶时，判断车速是否小于预设车速阈值，若是，则确定车辆符合自动驻车激活条件，生成第一控制信号。当所确定的驾驶场景为平路行驶时，判断车速是否小于预设车速阈值且制动压力是否大于第一预设阈值，若是，则确定车辆符合自动驻车激活条件，生成第一控制信号。当所确定的驾驶场景为下坡行驶时，判断车速是否小于预设车速阈值且制动压力是否大于第二预设阈值，若是， 则确定车辆符合自动驻车激活条件，生成第一控制信号，其中，第二预设阈值大于第一预设阈值。预设车速阈值、第一预设阈值和第二预设阈值的定义和设置如前文所述，不再重复。
相应地，执行单元600根据第二控制信号禁用车辆的自动驻车功能，或者，根据第一控制信号激活车辆的自动驻车功能。
参见图4所示，在本发明的一个实施例中，路面坡度获取单元100可以包括扭矩传感器101、第一加速度传感器102和第一计算器103。扭矩传感器101获取车辆当前的驱动扭矩，可以设置在车辆的驱动控制模块中。驱动扭矩为驱动车辆行驶的发动机或电机的输出扭矩。第一加速度传感器102配置为获取车辆当前的纵向加速度。第一计算器103可分别与扭矩传感器101和第一加速度传感器102相连接，根据扭矩传感器101获取的驱动扭矩和第一加速度传感器102获取的纵向加速度计算得到车辆当前行驶的路面坡度。根据驱动扭矩和纵向加速度计算路面坡度的算法可采用现有的算法，本领域技术人员应可知晓，本文不另赘述。
在本发明的一个实施例中，车速获取单元200可以包括第二加速度传感器201、轮速传感器202和第二计算器203。第二加速度传感器201配置为获取车辆当前的纵向加速度。轮速传感器202的数量可与车辆的车轮数量相同，各轮速传感器202对应获取车辆的各车轮的当前轮速信息，例如，对于四轮轿车，可设置四个轮速传感器202用于分别感测四个车轮的当前轮速。第二计算器203可分别与第二加速度传感器201和轮速传感器202相连接，根据第二加速度传感器201获取的纵向加速度和各轮速传感器202获取的各车轮的轮速信息计算得到车辆当前行驶的车速。根据纵向加速度和各车轮的轮速信息计算车速的算法可采用现有的算法，本领域技术人员应可知晓，本文不另赘述。
参见图5所示，在本发明的一个实施例中，第一加速度传感器102和第二加速度传感器201可以是同一个加速度传感器，减少部件数量，降低设备成本。
在本发明的一个实施例中，第一计算器103和第二计算器203可以集成在驻车控制模块500中，以集中、有效地利用控制系统10的计算资源，提高计算处理能力，进而提高自动驻车控制的效率。此外，第一计算器103和第二计算器203也可以由同一处理器构成，处理器运行相应的计算机程序代 码以分别完成车辆的路面坡度和车速的计算。
继续参见图4所示，在本发明的一个实施例中，制动压力获取单元300可以是液压传感器301。液压传感器301可设置在车辆的制动踏板处，感测车辆当前行驶的制动压力。本实施例的方案可以利用车辆原有的液压传感器感测得到车辆当前行驶的制动压力，避免额外增加设备成本。进一步地，参见图5所示，液压传感器301可以集成在驻车控制模块500中，以减少信号传递路径长度，提高信号传递效率。
继续参见图4所示，在本发明的一个实施例中，执行单元600可以为液压执行单元601。液压执行单元601接收到驻车控制模块500发送的第一控制信号后，液压执行单元601对车辆的制动系统施加一定的液压，以完成自动驻车功能的激活。进一步地，执行单元600(具体为液压执行单元601，参见图5所示)可以集成在驻车控制模块500中，以减少信号传递路径长度，提高信号传递效率。
参见图6所示，在本发明的一个实施例中，路面坡度获取单元100可以是坡度传感器104(或称坡度仪)，配置为感测车辆当前行驶的路面坡度。通过坡度传感器104直接测量出路面坡度，简化了计算过程，提高处理效率。
在本发明的一些实施例中，轮速传感器202与驻车控制模块500之间可以通过硬线连接以传输数据。其他各单元和传感器与驻车控制模块500之间可通过FlexRay纵向或CAN(Controller Area Network，控制器局域网)总线进行通讯。
根据上述任意一个可选实施例或多个可选实施例的组合，本发明实施例能够达到如下有益效果：
本发明实施例提供的自动驻车的控制方法和系统，通过获取车辆当前的行驶工况信息，即，车辆当前行驶的路面坡度、车速、制动压力、档位信息等，根据路面坡度和档位信息确定车辆当前处于的驾驶场景，进而根据确定的驾驶场景和获取的车速和制动压力判断车辆是否符合自动驻车激活条件，据以激活或禁用车辆的自动驻车功能。本发明的方案能够根据不同的驾驶场景采用不同的自动驻车策略，满足用户在不同驾驶场景(使用场景)下的需求，提升用户体验和安全性能。
进一步地，在确定车辆的驾驶场景后，针对不同的驾驶场景，根据车辆 的车速和制动压力方便、准确地进行是否符合自动驻车激活条件的判断，从而提高自动驻车控制的效率和精确度，进一步提升用户体验和安全性能。
至此，本领域技术人员应认识到，虽然本文已详尽示出和描述了本发明的示例性实施例，但是，在不脱离本发明精神和范围的情况下，仍可根据本发明公开的内容直接确定或推导出符合本发明原理的许多其他变型或修改。因此，本发明的范围应被理解和认定为覆盖了所有这些其他变型或修改。

Claims (15)

  1. 一种自动驻车的控制方法，包括：
    获取车辆当前行驶的路面坡度、车速、制动压力和档位信息；
    根据所获取的路面坡度和档位信息确定所述车辆当前处于的驾驶场景；
    根据所确定的驾驶场景和所获取的车速和制动压力，判断所述车辆是否符合自动驻车激活条件，得到判断结果；
    根据所述判断结果激活或禁用所述车辆的自动驻车功能。
  2. 根据权利要求1所述的控制方法，其中，所述驾驶场景包括倒车、上坡行驶、平路行驶和下坡行驶；
    所述根据所获取的路面坡度和档位信息确定所述车辆当前处于的驾驶场景，包括：
    判断所述档位信息是否为R档；
    若所述档位信息为R档，则确定所述车辆当前处于的驾驶场景为倒车；
    若所述档位信息不为R档，则根据所述路面坡度判断所述车辆当前处于的驾驶场景为上坡行驶、平路行驶或下坡行驶。
  3. 根据权利要求2所述的控制方法，其中，
    所述根据所确定的驾驶场景和所获取的车速和制动压力，判断所述车辆是否符合自动驻车激活条件，得到判断结果，包括：
    当所确定的驾驶场景为倒车时，直接确定所述车辆不符合自动驻车激活条件作为判断结果；
    当所确定的驾驶场景为上坡行驶时，判断所述车速是否小于预设车速阈值，若是，则确定所述车辆符合自动驻车激活条件作为判断结果；
    当所确定的驾驶场景为平路行驶时，判断所述车速是否小于所述预设车速阈值且所述制动压力是否大于第一预设阈值，若是，则确定所述车辆符合自动驻车激活条件作为判断结果；
    当所确定的驾驶场景为下坡行驶时，判断所述车速是否小于所述预设车速阈值且所述制动压力是否大于第二预设阈值，若是，则确定所述车辆符合自动驻车激活条件作为判断结果，其中，所述第二预设阈值大于所述 第一预设阈值。
  4. 根据权利要求3所述的控制方法，其中，
    所述根据所述判断结果激活或禁用所述车辆的自动驻车功能，包括：
    若所述判断结果为所述车辆不符合自动驻车激活条件，则禁用所述车辆的自动驻车功能；
    若所述判断结果为所述车辆符合自动驻车激活条件，则激活所述车辆的自动驻车功能。
  5. 根据权利要求1所述的控制方法，其中，获取车辆当前行驶的路面坡度，包括：
    获取所述车辆当前的驱动扭矩和纵向加速度，根据所述驱动扭矩和所述纵向加速度计算得到所述车辆当前行驶的路面坡度；
    或者，
    通过坡度传感器感测得到所述车辆当前行驶的路面坡度。
  6. 根据权利要求1所述的控制方法，其中，获取车辆当前行驶的车速，包括：
    获取所述车辆当前的纵向加速度和各车轮的轮速信息，根据所述纵向加速度和各车轮的所述轮速信息计算得到所述车辆当前行驶的车速。
  7. 根据权利要求1所述的控制方法，其中，获取车辆当前行驶的制动压力，包括：
    通过设置在所述车辆的制动踏板处的液压传感器感测得到所述车辆当前行驶的制动压力。
  8. 一种自动驻车的控制系统，包括：
    路面坡度获取单元，配置为获取车辆当前行驶的路面坡度；
    车速获取单元，配置为获取所述车辆当前行驶的车速；
    制动压力获取单元，配置为获取所述车辆当前行驶的制动压力；
    档位信息获取单元，配置为获取所述车辆当前行驶的档位信息；
    驻车控制模块，分别与所述路面坡度获取单元、所述车速获取单元、所述制动压力获取单元和所述档位信息获取单元连接，配置为根据所获取的路面坡度和档位信息确定所述车辆当前处于的驾驶场景，并根据所确定的驾驶场景和所获取的车速和制动压力，判断所述车辆是否符合自动驻车 激活条件，得到判断结果，根据所述判断结果生成相应的控制信号；以及
    执行单元，与所述驻车控制模块连接，配置为根据所述相应的控制信号激活或禁用所述车辆的自动驻车功能。
  9. 根据权利要求8所述的控制系统，其中，所述驾驶场景包括倒车、上坡行驶、平路停车和下坡行驶；
    所述驻车控制模块还配置为：
    判断所述档位信息是否为R档；
    若所述档位信息为R档，则确定所述车辆当前处于的驾驶场景为倒车；
    若所述档位信息不为R档，则根据所述路面坡度判断所述车辆当前处于的驾驶场景为上坡行驶、平路行驶或下坡行驶。
  10. 根据权利要求9所述的控制系统，其中，所述相应的控制信号包括指示激活自动驻车功能的第一控制信号和指示禁用自动驻车功能的第二控制信号之一；所述驻车控制模块还配置为：
    当所确定的驾驶场景为倒车时，直接确定所述车辆不符合自动驻车激活条件，生成所述第二控制信号；
    当所确定的驾驶场景为上坡行驶时，判断所述车速是否小于预设车速阈值，若是，则确定所述车辆符合自动驻车激活条件，生成所述第一控制信号；
    当所确定的驾驶场景为平路行驶时，判断所述车速是否小于所述预设车速阈值且所述制动压力是否大于第一预设阈值，若是，则确定所述车辆符合自动驻车激活条件，生成所述第一控制信号；
    当所确定的驾驶场景为下坡行驶时，判断所述车速是否小于所述预设车速阈值且所述制动压力是否大于第二预设阈值，若是，则确定所述车辆符合自动驻车激活条件，生成所述第一控制信号，其中，所述第二预设阈值大于所述第一预设阈值；
    所述执行单元还配置为：
    根据所述第二控制信号禁用所述车辆的自动驻车功能；或
    根据所述第一控制信号激活所述车辆的自动驻车功能。
  11. 根据权利要求8所述的控制系统，其中，所述路面坡度获取单元包括：
    扭矩传感器，配置为获取所述车辆当前的驱动扭矩；
    第一加速度传感器，配置为获取所述车辆当前的纵向加速度；
    第一计算器，配置为根据获取的所述驱动扭矩和所述纵向加速度计算得到所述车辆当前行驶的路面坡度。
  12. 根据权利要求8所述的控制系统，其中，所述路面坡度获取单元为坡度传感器，配置为感测所述车辆当前行驶的路面坡度。
  13. 根据权利要求8所述的控制系统，其中，所述车速获取单元包括：
    第二加速度传感器，配置为获取所述车辆当前的纵向加速度；
    轮速传感器，配置为获取所述车辆当前的各车轮的轮速信息；
    第二计算器，配置为根据获取的所述纵向加速度和各车轮的所述轮速信息计算得到所述车辆当前行驶的车速。
  14. 根据权利要求8所述的控制系统，其中，所述制动压力获取单元为液压传感器；
    所述液压传感器设置在所述车辆的制动踏板上，配置为感测所述车辆当前行驶的制动压力。
  15. 根据权利要求8所述的控制系统，其中，所述执行单元为液压执行单元，集成在所述驻车控制模块中。
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