WO2022111051A1 - 车辆电子驻车控制方法和相关装置 - Google Patents
车辆电子驻车控制方法和相关装置 Download PDFInfo
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- WO2022111051A1 WO2022111051A1 PCT/CN2021/122128 CN2021122128W WO2022111051A1 WO 2022111051 A1 WO2022111051 A1 WO 2022111051A1 CN 2021122128 W CN2021122128 W CN 2021122128W WO 2022111051 A1 WO2022111051 A1 WO 2022111051A1
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- 230000004044 response Effects 0.000 claims abstract description 7
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- 238000013480 data collection Methods 0.000 claims description 3
- 230000015654 memory Effects 0.000 claims 4
- 238000004590 computer program Methods 0.000 claims 2
- 230000007246 mechanism Effects 0.000 abstract description 3
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- 238000010586 diagram Methods 0.000 description 4
- 230000007774 longterm Effects 0.000 description 4
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- 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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
Definitions
- the present application relates to the technical field of vehicle brake control, and in particular, to vehicle electronic parking control.
- Automotive Electronic Parking Brake refers to the technology of realizing parking brake by electronic control, replacing the traditional manual pull-wire parking brake system, which simplifies the user's operation and improves the The user's comfort and convenience are improved, but the parking brake force (the pressing force between the brake pads and the brake disc) cannot be adjusted, and the user cannot choose the parking brake force according to the environment and usage conditions.
- the existing automatic parking strategy of the vehicle electronic parking system does not have a parking function that can be independently controlled by the user to activate different braking forces. After the vehicle is turned off, the automatic parking function will be activated, and the parking braking force is large. For the rainy season in the south and the severe cold season in the north, the user cannot choose the parking brake force according to the environment and usage conditions.
- the purpose of the embodiments of the present application is to provide a vehicle electronic parking control method, device, system and automobile, so as to solve the problem that the braking force of the existing automobile electronic parking system is uncontrollable, resulting in the brake disc and friction pads not functioning properly in rainy days or winter. separation problem.
- a vehicle electronic parking control method comprising:
- the electronic parking actuator is controlled to output the first braking force , so that the wheels are not locked by the electronic parking actuator.
- the operating parameters include an ignition switch position signal, and judging that the operating state of the vehicle is the first parking state according to the operating parameters, including:
- the method further includes:
- the electronic parking actuator is controlled to operate in the vehicle.
- the first braking force is applied to the wheels when the engine is in a flameout state, so that the wheels are not locked by the electronic parking actuator.
- the operating parameters include a vehicle speed signal, and judging that the operating state of the vehicle is the second parking state according to the operating parameters, including:
- a vehicle electronic parking control device comprising:
- a data acquisition module configured to acquire the gear signal and operating parameters of the vehicle in response to the request signal
- the parking control module is configured to control the electronic parking when the gear signal is a parking gear signal and the operating state of the vehicle is judged to be the first parking state according to the operating parameters within a preset delay.
- the vehicle actuator outputs the first braking force so that the wheels are not locked by the electronic parking actuator.
- the operating parameter includes an ignition switch position signal
- the parking control module is further configured to:
- the parking control module is further configured to:
- the electronic parking actuator is controlled to operate in the vehicle.
- the first braking force is applied to the wheels when the engine is in a flameout state, so that the wheels are not locked by the electronic parking actuator.
- the operating parameter includes a vehicle speed signal
- the parking control module is further configured to:
- a vehicle electronic parking control system comprising:
- a data collection device for collecting the operating parameters of the vehicle
- a human-computer interaction device for receiving an input request signal
- an automobile including the above-mentioned vehicle electronic parking control device.
- the above technical solution of the present application triggers and obtains the gear signal and operating parameters of the vehicle based on the user's request signal, and when the gear signal is the parking gear signal, and within a preset delay, the operating state of the vehicle can be judged according to the operating parameters
- the electronic parking actuator is controlled to output the first braking force, so that the parking braking force output by the electronic parking actuator is controlled so as not to cause the brake friction pads and the brake disc to be over-compressed.
- the vehicle can be parked in the parking gear to keep the vehicle stationary.
- FIG. 1 is a method flowchart of a vehicle electronic parking control method provided by an embodiment of the present application
- FIG. 2 is a block diagram of an electronic parking system provided by a preferred embodiment of the present application.
- FIG. 3 is a schematic diagram of a UI interface provided by a preferred embodiment of the present application.
- Fig. 4 is the logic control flow chart of the rain and snow parking mode provided by the preferred embodiment of the present application.
- FIG. 5 is a control flow chart of a vehicle electronic parking control method provided by a preferred embodiment of the present application.
- FIG. 6 is a schematic diagram of signal interaction between a UI interface and an electronic parking control unit provided by a preferred embodiment of the present application
- FIG. 7 is a schematic block diagram of a vehicle electronic parking control device provided by a preferred embodiment of the present application.
- a vehicle electronic parking control method including:
- the electronic parking actuator is controlled to output the first braking force, so that the wheels are not affected by The electronic parking actuator is locked.
- the gear position signal and operating parameters of the vehicle are acquired by triggering based on the user's request signal, and when the gear position signal is the parking gear signal, and within a preset delay, the operating state of the vehicle can be judged according to the operating parameters.
- the electronic parking actuator is controlled to output the first braking force, so that the parking braking force output by the electronic parking actuator is controlled so as not to cause the brake friction pads and the brake disc to be over-compressed.
- the vehicle can be parked in the parking gear to keep the vehicle stationary.
- the method of the present application can be integrated into an existing electronic parking control unit (EPB), for example, as a functional module, such as rain
- EPB electronic parking control unit
- the snow parking mode logic module is integrated into the existing electronic parking control unit, and at the same time receives the user's request signal through the human-computer interaction UI interface.
- the switch option control of the rain and snow parking mode is provided through the vehicle touch screen , when the user selects the switch option control of the rain and snow parking mode as ON, a request signal for selecting the rain and snow parking mode is generated to activate the rain and snow parking mode logic module to execute the method steps of the present application, and at the same time, in the electronic parking of this embodiment
- the existing electronic parking control logic is integrated into the electronic parking control unit as a common electronic parking mode logic module.
- the electronic parking actuator is the execution unit of the electronic parking system, and its structure is the prior art.
- the electronic parking actuator includes a set of electromechanical actuators controlled by the electronic parking control unit through current to control the pressure of the parking brake.
- the electronic parking control unit applies the specified parking braking force, that is, the second braking force, to the rear wheel brake disc and friction pad through pre-calibration and corresponding compensation mechanism, so that the brake friction pad and the friction pad are
- the braking force of the brake disc, and the output of the parking braking force is generally larger, so as to assume the main holding force of the vehicle at a standstill.
- control logic of the existing electronic parking system when parking and parking includes: the driver lifts the electronic parking button, and the electronic parking system drives the electronic parking actuator to press the rear wheel brake friction plate to enter the parking state; Put in P gear: the vehicle is stationary, switch any gear to P gear, the vehicle will automatically enter the parking state; Parking and flameout: the vehicle is stationary, after the vehicle is turned off, the vehicle will automatically enter the parking state.
- the braking force of automatic parking is often not adjustable, and users cannot choose the state of electronic parking according to the environment and usage conditions. , Parking for a long time will cause the brake disc and the friction pad to be corroded and bonded together and cannot be separated normally.
- the gear position signal and operating parameters of the vehicle are obtained first.
- the gear position of the vehicle can be obtained through the input unit of the gear shifter Position signal
- the operating parameters of the vehicle include ignition switch position signal and vehicle speed signal.
- the gear signal is the parking gear signal, that is, the P gear signal
- a preset delay such as within 10S
- the operating parameters of the vehicle are continuously obtained, and the vehicle is judged according to the operating parameters of the vehicle.
- the electronic parking actuator is controlled to output the first braking force so that the brake disc and the friction plate are not pressed, wherein,
- the first braking force can be pre-calibrated as zero pressing force or reverse driving force, that is, the first braking force can be 0, no pressing action is performed on the brake disc and friction pad, or it can be a reverse driving force, that is Control the separation force between the brake disc and the friction plate to increase the gap between the brake disc and the friction plate.
- the vehicle mainly uses the P gear to park to bear the vehicle's static state holding force to adapt to the rainy season and severe cold season. To meet the needs of parking conditions on flat roads or small slopes, avoid corrosion, bonding or freezing of friction pads and brake discs, and damage to the friction pads due to long-term repeated operation.
- the gear position signal is the P gear signal and the ignition switch position signal of the vehicle is detected to be in the off state within the preset 10S delay
- the running state of the vehicle at this time is the first parking state, that is, it is determined that the user is parked.
- the electronic parking actuator is controlled to output the first braking force to avoid the friction pad and the brake disc from being pressed.
- the vehicle After the user selects the rain and snow parking mode, when the obtained gear signal is a non-P gear signal, and the running state of the vehicle is judged to be the second parking state according to the operating parameters within the preset 10S delay, the vehicle enters the rain and snow state.
- the electronic parking actuator In the parking mode, the electronic parking actuator is controlled to apply the first braking force to the wheels, so that the wheels are not locked by the electronic parking actuator, and the friction pads and the brake disc are prevented from being compressed.
- the running state of the vehicle is judged by the vehicle speed signal in the running parameters, and when the vehicle speed is judged to be 0 according to the vehicle speed signal within the preset 10S delay, It is determined that the running state of the vehicle at this time is the second parking state. At this time, the rain and snow parking mode is entered.
- the electronic parking actuator is controlled to apply the first braking force to the wheels.
- the electronic parking control unit controls the electronic parking actuator to output the second braking force, so that the brake friction pads and the brake disc are pressed tightly;
- the electronic parking control unit controls the electronic parking actuator to output a second braking force, so that the brake friction pads and the brake disc are pressed tightly.
- the electronic parking control unit sends the current parking mode signal to the human-computer interaction UI interface through the CAN network, so as to display the current electronic parking status of the vehicle through the human-computer interaction UI interface, for example,
- the electronic parking control unit sends a signal for exiting the rain and snow parking mode to the human-computer interaction UI interface through the CAN network.
- the human-computer interaction UI interface shows that the switch option control of the rain and snow parking mode is OFF, and Reset the state of the rain and snow parking mode switch option; when the vehicle is parked in the rain and snow parking mode, after the vehicle is restarted, the state of the rain and snow parking mode switch option is automatically reset to the off state.
- the angle signal of the vehicle can also be obtained after entering the rain and snow parking mode.
- the obtained vehicle angle signal is greater than the set angle signal
- the threshold is set, it is considered that the slope is too large and it is not suitable for the rain and snow parking mode. At this time, exit the rain and snow parking mode and enter the ordinary electronic parking mode. Enter the normal electronic parking mode.
- a vehicle electronic parking control device comprising:
- a data acquisition module configured to acquire the gear position signal and operating parameters of the vehicle in response to the request signal
- the parking control module is configured to control the electronic parking actuator to output the first parking state when the gear position signal is the parking gear signal and the operating state of the vehicle is judged to be the first parking state according to the operating parameters within a preset delay. braking force so that the wheels are not locked by the electronic parking actuator.
- the operating parameters include an ignition switch position signal
- the parking control module is further configured to:
- the parking control module is further configured to:
- the electronic parking actuator is controlled to apply the first A braking force so that the wheels are not locked by the electronic parking actuator.
- the operating parameters include a vehicle speed signal
- the parking control module is further configured to:
- a vehicle electronic parking control system comprising:
- a data collection device for collecting the operating parameters of the vehicle
- a human-computer interaction device for receiving an input request signal
- the data acquisition device includes an ignition switch position detection sensor and a vehicle speed sensor;
- the human-computer interaction device may be a vehicle-mounted touch screen.
- the data acquisition device, the human-computer interaction device and the vehicle electronic parking control device communicate through the CAN network to realize data interaction.
- an automobile including the above-mentioned vehicle electronic parking control device.
- the UI interface is used as the setting interface for the rain and snow parking mode, and the user can independently select the rain and snow parking mode through the UI interface.
- the operating parameters judge whether the current state of the vehicle is sufficient to enter the rain and snow parking mode. If it meets the rain and snow parking mode, the electronic parking actuator is controlled to output the first braking force, so that the brake friction pads and the brake disc are not compressed, and the In rainy or low-temperature weather, the friction plate and the brake disc cannot be separated normally due to long-term compression; otherwise, enter the ordinary electronic parking mode to control the electronic parking actuator to output the second brake after the vehicle is turned off and stopped. Power, so that the brake pads and brake discs are compressed.
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Abstract
车辆电子驻车控制方法和相关装置，涉及汽车制动控制技术领域，方法包括：响应于请求信号，获取车辆的档位信号及运行参数；当档位信号为泊车档信号，且在预设的延时内依据运行参数判断车辆的运行状态为第一停车状态时，控制电子驻车执行机构输出第一制动力，以使得车轮不被电子驻车执行机构锁死。
Description
本申请要求于2020年11月26日提交中国专利局、申请号为202011349321.4、申请名称为“车辆电子驻车控制方法、装置、系统及汽车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
本申请涉及汽车制动控制技术领域，具体地涉及车辆电子驻车控制。
汽车电子驻车系统(Electrical Parking Brake，简称：EPB)是指由电子控制方式实现驻车制动的技术，取代了传统使用的手动拉线式驻车制动系统，其简化了用户的操作，提高了用户舒适性和便利性，但驻车制动力(制动器摩擦片和制动盘之间的压紧力)无法调节，用户无法根据环境和使用条件自主选择驻车制动力大小。同时，现有的汽车电子驻车系统的停车自动驻车策略无用户自主可控制的启动不同制动力的驻车功能，熄火后车辆都会启动自动驻车功能，驻车制动力大。对南方多雨季节和北方严寒季节，用户无法根据环境和使用条件自主选择驻车制动力大小，启动自动驻车后长时间停车后，由于摩擦片和制动盘为金属基材料，在南方雨季雨水的作用下，摩擦片和制动盘压紧数小时后，后制动盘和摩擦片会锈蚀粘接在一起；而对于北方严寒地区，制动盘和摩擦片会冻结在一起，当车辆再次启动释放电子驻车后，由于摩擦片和制动盘已经粘结无法释放分离，车辆行驶起步时，在巨大的扭矩作用下摩擦片和制动盘被强行刚性分离，在这种刚性剪切力作用下易造成摩擦片损坏或摩擦片与摩擦片底板分离，潜在的摩擦片损伤给行车带来安全隐患，大大降低摩擦片使用寿命和增加用户使用成本。
发明内容
本申请实施方式的目的是提供一种车辆电子驻车控制方法、装置、系统及汽车，以解决现有汽车电子驻车系统制动力不可控，导致制动盘和摩擦片在雨天或冬季无法正常分离的问题。
为了实现上述目的，在本申请的第一方面，提供一种车辆电子驻车控制方法，包括：
响应于请求信号，获取所述车辆的档位信号及运行参数；
当所述档位信号为泊车档信号，且在预设的延时内依据所述运行参数判断所述车辆的运行状态为第一停车状态时，控制电子驻车执行机构输出第一制动力，以使得车轮不被所述电子驻车执行机构锁死。
可选地，所述运行参数包括点火开关位置信号，依据所述运行参数判断所述车辆的运行状态为第一停车状态，包括：
当依据所述点火开关位置信号判断所述车辆为熄火状态时，确定所述车辆的运行状态为第一停车状态。
可选地，所述方法还包括：
当所述档位信号为非泊车档信号，且在所述预设的延时内依据所述运行参数判断所述车辆的运行状态为第二停车状态时，控制电子驻车执行机构在车辆为熄火状态时向车轮施加所述第一制动力，以使得车轮不被所述电子驻车执行机构锁死。
可选地，所述运行参数包括车速信号，依据所述运行参数判断所述车辆的运行状态为第二停车状态，包括：
当依据所述车速信号判断所述车辆速度为0时，确定所述车辆的运行状态为第二停车状态。
在本申请的第二方面，提供一种车辆电子驻车控制装置，包括：
数据获取模块，被配置为响应于请求信号，获取所述车辆的档位信号及运行参数；
驻车控制模块，被配置为当所述档位信号为泊车档信号，且在预设的延时内依据所述运行参数判断所述车辆的运行状态为第一停车状态时，控制电子驻车执行机构输出第一制动力，以使得车轮不被所述电子驻车执行机构锁死。
可选地，所述运行参数包括点火开关位置信号，所述驻车控制模块，还被配置为：
当依据所述点火开关位置信号判断所述车辆为熄火状态时，确定所述车辆的运行状态为第一停车状态。
可选地，所述驻车控制模块，还被配置为：
当所述档位信号为非泊车档信号，且在所述预设的延时内依据所述运行参数判断所述车辆的运行状态为第二停车状态时，控制电子驻车执行机构在车辆 为熄火状态时向车轮施加所述第一制动力，以使得车轮不被所述电子驻车执行机构锁死。
可选地，所述运行参数包括车速信号，所述驻车控制模块，还被配置为：
当依据所述车速信号判断所述车辆速度为0时，确定所述车辆的运行状态为第二停车状态。
在本申请的第三方面，提供一种车辆电子驻车控制系统，包括：
数据采集装置，用于采集所述车辆的运行参数；
人机交互装置，用于接收输入的请求信号；以及
上述的车辆电子驻车控制装置。
在本申请的第四方面，提供一种汽车，包括上述的车辆电子驻车控制装置。
本申请上述技术方案通过基于用户的请求信号触发获取车辆的档位信号及运行参数，并在档位信号为泊车档信号，且在预设的延时内能根据运行参数判断车辆的运行状态为预确定的第一停车状态时，控制电子驻车执行机构输出第一制动力，从而控制电子驻车执行机构输出的驻车制动力不会使得制动器摩擦片和制动盘因压紧力过大而压紧，避免了在雨天或低温天气下摩擦片和制动盘因长时间压紧而无法正常分离的情况，同时能通过泊车档驻车保持车辆的静止状态。
本申请实施方式的其它特征和优点将在随后的具体实施方式部分予以详细说明。
附图是用来提供对本申请实施方式的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本申请实施方式，但并不构成对本申请实施方式的限制。在附图中：
图1是本申请实施例提供的一种车辆电子驻车控制方法的方法流程图；
图2是本申请优选实施方式提供的电子驻车系统框图；
图3是本申请优选实施方式提供的UI界面示意图；
图4是本申请优选实施方式提供的雨雪停车模式逻辑控制流程图；
图5是本申请优选实施方式提供的一种车辆电子驻车控制方法的控制流程图；
图6是本申请优选实施方式提供的UI界面与电子驻车控制单元的信号交互示意图；
图7是本申请优选实施方式提供的一种车辆电子驻车控制装置的示意框图。
以下结合附图对本申请的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本申请，并不用于限制本申请。
如图1所示，在本申请的第一方面，提供一种车辆电子驻车控制方法，包括：
响应于请求信号，获取车辆的档位信号及运行参数；
当档位信号为泊车档信号，且在预设的延时内依据运行参数判断车辆的运行状态为第一停车状态时，控制电子驻车执行机构输出第一制动力，以使得车轮不被电子驻车执行机构锁死。
如此，本实施方式通过基于用户的请求信号触发获取车辆的档位信号及运行参数，并在档位信号为泊车档信号，且在预设的延时内能根据运行参数判断车辆的运行状态为预确定的第一停车状态时，控制电子驻车执行机构输出第一制动力，从而控制电子驻车执行机构输出的驻车制动力不会使得制动器摩擦片和制动盘因压紧力过大而压紧，避免了在雨天或低温天气下摩擦片和制动盘因长时间压紧而无法正常分离的情况，同时能通过泊车档驻车保持车辆的静止状态。
如图2所示，在本申请的一个实施例中，在电子驻车系统中，本申请的方法可集成于现有的电子驻车控制单元(EPB)中，例如，作为功能模块，譬如雨雪停车模式逻辑模块集成在现有的电子驻车控制单元中，同时通过人机交互UI界面接收用户的请求信号，例如，如图3所示，通过车载触摸屏提供雨雪停车模式的开关选项控件，当用户选择雨雪停车模式的开关选项控件为开时，生成选择雨雪停车模式的请求信号以激活雨雪停车模式逻辑模块执行本申请的方法步骤，同时，在本实施例的电子驻车系统中，现有的电子驻车控制逻辑作为普通电子驻车模式逻辑模块集成在电子驻车控制单元中。电子驻车执行机构为电子驻车系统的执行单元，其结构为现有技术，电子驻车执行机构包括由电子驻车控制单元通过电流控制的一套机电执行机构来控制驻车制动的压紧 力，以控制制动器的制动盘和摩擦片压紧以锁死车轮，或者控制制动器的制动盘和摩擦片分离，以使得车轮不被锁死。在普通电子驻车模式下，电子驻车控制单元通过预先标定和相应补偿机制，执行对后轮制动盘和摩擦片施加规定的驻车制动力，即第二制动力，使得制动器摩擦片与制动盘压紧力，通常由此输出的驻车制动力较大，以承担主要的车辆静止状态的保持力。
具体的，现有的电子驻车系统在停车驻车时的控制逻辑包括：驾驶员提起电子驻车按钮，电子驻车系统驱动电子驻车执行机构压紧后轮制动器摩擦片进入驻车状态；挂入P挡：车辆静止状态，任意档位切换至P挡，车辆自动进入驻车状态；停车熄火：车辆静止状态，车辆熄火后，车辆自动进入驻车状态。但是，现有的电子驻车系统下，自动驻车的制动力往往是不可调的，用户无法根据环境和使用条件自主选择电子驻车的状态，在南方雨季及北方严寒季节，自动驻车后，长时间停放会导致制动盘与摩擦片锈蚀粘接在一起无法正常分离，车辆行驶起步时，通过巨大扭矩强行分离从而造成摩擦片损坏，同时，制动盘和摩擦片强行分离时，会发出巨大的“砰”的声响，导致用户体验差。
如图4～图5所示，在本实施例中，当用户选择雨雪停车模式后，首先获取车辆的档位信号及运行参数，例如，可通过车辆的换挡器输入单元获取车辆的档位信号，车辆的运行参数包括点火开关位置信号及车速信号。当档位信号为泊车档信号，即P档信号时，判断用户可能驻车，则在预设的延时内，例如10S内，持续获取车辆的运行参数，并依据车辆的运行参数判断车辆的运行状态是否满足预设的第一停车状态，当满足预设的第一停车状态时，控制电子驻车执行机构输出第一制动力以使得制动盘和摩擦片不被压紧，其中，第一制动力可以预先标定为零压紧力或反向驱动的力，即第一制动力可以为0，不对制动盘和摩擦片执行压紧动作，也可以是反向的驱动力，即控制制动盘和摩擦片分离的力，以加大制动盘与摩擦片之间的间隙，此时，车辆主要通过P档驻车承担车辆的静止状态保持力，以适应雨季和严寒季节，平坦路面或小坡度停车条件的需求，避免摩擦片和制动盘锈蚀粘接或冻结，长期反复操作而损伤摩擦片。
当档位信号为P档信号且在预设的10S延时内检测到车辆的点火开关位置信号为熄火状态时，确定此时车辆的运行状态为第一停车状态，即判定用户驻 车，此时进入雨雪停车模式，控制电子驻车执行机构输出第一制动力以避免摩擦片和制动盘压紧。
在用户选择了雨雪停车模式后，当获取到的档位信号为非P档信号，且在预设的10S延时内依据运行参数判断车辆的运行状态为第二停车状态时，进入雨雪停车模式，控制电子驻车执行机构向车轮施加第一制动力，以使得车轮不被电子驻车执行机构锁死，避免摩擦片和制动盘压紧。其中，在获取到的档位信号为非P档信号时，以运行参数中的车速信号来判断车辆的运行状态，当在预设的10S延时内，依据车速信号判断车辆速度为0时，确定此时车辆的运行状态为第二停车状态，此时，进入雨雪停车模式，当检测到车辆的点火开关信号为熄火状态时，控制电子驻车执行机构向车轮施加第一制动力。
在用户选择了雨雪停车模式后，若档位信号为P档信号，但在预设的10S延时内未检测到车辆的点火开关位置信号为熄火状态，则退出雨雪停车模式，进入普通电子驻车模式，即，在用户超过10S延时后熄火驻车，电子驻车控制单元控制电子驻车执行机构输出第二制动力，以使得制动器摩擦片与制动盘压紧；在用户选择了雨雪停车模式后，若获取到的档位信号为非P档信号，且在10S延时内获取到的车速信号表示的车辆速度不为0时，退出雨雪停车模式，进入普通电子驻车模式，即，当用户在此之后熄火驻车后，电子驻车控制单元控制电子驻车执行机构输出第二制动力，以使得制动器摩擦片与制动盘压紧。
如图6所示，为了便于用户操作，电子驻车控制单元通过CAN网络向人机交互UI界面发送当前驻车模式信号，以通过人机交互UI界面显示当前车辆的电子驻车状态，例如，当系统退出雨雪停车模式后，电子驻车控制单元通过CAN网络向人机交互UI界面发送退出雨雪停车模式的信号，人机交互UI界面显示雨雪停车模式的开关选项控件为关，以重置雨雪停车模式开关选项状态；当车辆以雨雪停车模式驻车后，车辆重新启动后，雨雪停车模式开关选项状态自动重置为关闭状态。
为了进一步保证用户在雨雪停车模式下的驻车安全，在本申请的另一个具体实施例中，还可以在进入雨雪停车模式后获取车辆的角度信号，当获取到的车辆角度信号大于设定阈值时，认为此时坡度过大，不适于雨雪停车模式，此时，退出雨雪停车模式，进入普通电子驻车模式，同时，通过人机交互UI界 面向用户展示告警信号并提示用户进入普通电子驻车模式。
如图7所示，在本申请的第二方面，提供一种车辆电子驻车控制装置，包括：
数据获取模块，被配置为响应于请求信号，获取车辆的档位信号及运行参数；
驻车控制模块，被配置为当档位信号为泊车档信号，且在预设的延时内依据运行参数判断车辆的运行状态为第一停车状态时，控制电子驻车执行机构输出第一制动力，以使得车轮不被电子驻车执行机构锁死。
可选地，运行参数包括点火开关位置信号，驻车控制模块，还被配置为：
当依据点火开关位置信号判断车辆为熄火状态时，确定车辆的运行状态为第一停车状态。
可选地，驻车控制模块，还被配置为：
当档位信号为非泊车档信号，且在预设的延时内依据运行参数判断车辆的运行状态为第二停车状态时，控制电子驻车执行机构在车辆为熄火状态时向车轮施加第一制动力，以使得车轮不被电子驻车执行机构锁死。
可选地，运行参数包括车速信号，驻车控制模块，还被配置为：
当依据车速信号判断车辆速度为0时，确定车辆的运行状态为第二停车状态。
所属领域的技术人员可以清楚地了解到，为了描述的方便和简洁，仅以上述各功能单元、模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能单元、模块完成，即将所述装置的内部结构划分成不同的功能单元或模块，以完成以上描述的全部或者部分功能。实施例中的各功能单元、模块可以集成在一个处理单元中，也可以是各个单元单独物理存在，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，也可以采用软件功能单元的形式实现。另外，各功能单元、模块的具体名称也只是为了便于相互区分，并不用于限制本申请的保护范围。上述系统中单元、模块的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请的第三方面，提供一种车辆电子驻车控制系统，包括：
数据采集装置，用于采集车辆的运行参数；
人机交互装置，用于接收输入的请求信号；以及
上述的车辆电子驻车控制装置。
其中，数据采集装置包括点火开关位置检测传感器、车速传感器；人机交互装置可以为车载触摸屏。数据采集装置、人机交互装置及车辆电子驻车控制装置通过CAN网络进行通信，以实现数据交互。
在本申请的第四方面，提供一种汽车，包括上述的车辆电子驻车控制装置。
综上所述，本实施方式通过UI界面作为雨雪停车模式的设置接口，用户通过UI界面可自主选择雨雪停车模式，在选择雨雪停车模式后，系统根据获取的车辆的档位信号及运行参数判断车辆当前状态是否满足进入雨雪停车模式，若满足雨雪停车模式，则控制电子驻车执行机构输出第一制动力，使得制动器摩擦片和制动盘不被压紧，避免了在雨天或低温天气下摩擦片和制动盘因长时间压紧而无法正常分离的情况；否则，则进入普通电子驻车模式，以在车辆熄火停车后，控制电子驻车执行机构输出第二制动力，使得制动器摩擦片和制动盘压紧。
以上结合附图详细描述了本申请的可选实施方式，但是，本申请实施方式并不限于上述实施方式中的具体细节，在本申请实施方式的技术构思范围内，可以对本申请实施方式的技术方案进行多种简单变型，这些简单变型均属于本申请实施方式的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本申请实施方式对各种可能的组合方式不再另行说明。
此外，本申请的各种不同的实施方式之间也可以进行任意组合，只要其不违背本申请实施方式的思想，同样应当视为本申请实施方式所公开的内容。
Claims (13)
- 一种车辆电子驻车控制方法，应用于车辆，所述方法包括：响应于请求信号，获取所述车辆的档位信号及运行参数；当所述档位信号为泊车档信号，且在预设的延时内依据所述运行参数判断所述车辆的运行状态为第一停车状态时，控制电子驻车执行机构输出第一制动力，以使得车轮不被所述电子驻车执行机构锁死。
- 根据权利要求1所述的车辆电子驻车控制方法，所述运行参数包括点火开关位置信号，依据所述运行参数判断所述车辆的运行状态为第一停车状态，包括：当依据所述点火开关位置信号判断所述车辆为熄火状态时，确定所述车辆的运行状态为第一停车状态。
- 根据权利要求1所述的车辆电子驻车控制方法，所述方法还包括：当所述档位信号为非泊车档信号，且在所述预设的延时内依据所述运行参数判断所述车辆的运行状态为第二停车状态时，控制电子驻车执行机构在车辆为熄火状态时向所述车轮施加所述第一制动力，以使得所述车轮不被所述电子驻车执行机构锁死。
- 根据权利要求3所述的车辆电子驻车控制方法，所述运行参数包括车速信号，依据所述运行参数判断所述车辆的运行状态为第二停车状态，包括：当依据所述车速信号判断所述车辆速度为0时，确定所述车辆的运行状态为第二停车状态。
- 一种车辆电子驻车控制装置，包括：数据获取模块，被配置为响应于请求信号，获取所述车辆的档位信号及运行参数；驻车控制模块，被配置为当所述档位信号为泊车档信号，且在预设的延时内依据所述运行参数判断所述车辆的运行状态为第一停车状态时，控制电子驻车执行机构输出第一制动力，以使得车轮不被所述电子驻车执行机构锁死。
- 根据权利要求5所述的车辆电子驻车控制装置，所述运行参数包括点火开关位置信号，所述驻车控制模块，还被配置为：当依据所述点火开关位置信号判断所述车辆为熄火状态时，确定所述车辆的运行状态为第一停车状态。
- 根据权利要求5所述的车辆电子驻车控制装置，所述驻车控制模块，还被配置为：当所述档位信号为非泊车档信号，且在所述预设的延时内依据所述运行参数判断所述车辆的运行状态为第二停车状态时，控制电子驻车执行机构在车辆为熄火状态时向所述车轮施加所述第一制动力，以使得所述车轮不被所述电子驻车执行机构锁死。
- 根据权利要求7所述的车辆电子驻车控制装置，所述运行参数包括车速信号，所述驻车控制模块，还被配置为：当依据所述车速信号判断所述车辆速度为0时，确定所述车辆的运行状态为第二停车状态。
- 一种车辆电子驻车控制系统，包括：数据采集装置，用于采集所述车辆的运行参数；人机交互装置，用于接收输入的请求信号；以及权利要求5～8中任一项权利要求所述的车辆电子驻车控制装置。
- 一种汽车，包括权利要求5～8中任一项所述的车辆电子驻车控制装置。
- 一种服务器，所述服务器包括：处理器、通信接口、存储器和通信总线；其中，所述处理器、所述通信接口和所述存储器通过所述通信总线完成相互间的通信；所述通信接口为通信模块的接口；所述存储器，用于存储程序代码，并将所述程序代码传输给所述处理器；所述处理器，用于调用存储器中程序代码的指令执行权利要求1～4中任一项所述的车辆电子驻车控制方法。
- 一种存储介质，所述存储介质用于存储计算机程序，所述计算机程序用于执行权利要求1～4中任一项所述的车辆电子驻车控制方法。
- 一种包括指令的计算机程序产品，当其在计算机上运行时，使得所述计算机执行权利要求1～4中任一项所述的车辆电子驻车控制方法。
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| CN106553628A (zh) * | 2015-09-29 | 2017-04-05 | 长城汽车股份有限公司 | 车辆的制动控制方法、系统及车辆 |
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| JP2005082035A (ja) * | 2003-09-09 | 2005-03-31 | Calsonic Kansei Corp | 車両用電動駐車ブレーキ装置及び初期凍結センサ |
| JP6601620B2 (ja) * | 2015-12-17 | 2019-11-06 | 三菱自動車工業株式会社 | 電動パーキングブレーキ装置 |
| CN108202729B (zh) * | 2016-12-20 | 2020-11-13 | 宝沃汽车（中国）有限公司 | 用于驻车控制的方法和装置 |
| DE102017106150A1 (de) * | 2017-03-22 | 2018-09-27 | Borgward Trademark Holdings Gmbh | Parkbremsensteuerungsverfahren und -vorrichtung |
| CN107380146A (zh) * | 2017-07-12 | 2017-11-24 | 奇瑞商用车（安徽）有限公司 | 一种电子驻车制动系统和控制方法 |
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| US4561527A (en) * | 1983-01-31 | 1985-12-31 | Mazda Motor Corporation | Electric parking brake system for a vehicle |
| CN202783170U (zh) * | 2012-09-26 | 2013-03-13 | 芜湖伯特利汽车安全系统有限公司 | 一种应用于自动变速器的驻车制动控制系统 |
| CN203332092U (zh) * | 2013-06-09 | 2013-12-11 | 北京汽车股份有限公司 | 一种动态制动控制装置及车辆 |
| CN106553628A (zh) * | 2015-09-29 | 2017-04-05 | 长城汽车股份有限公司 | 车辆的制动控制方法、系统及车辆 |
| CN105952884A (zh) * | 2016-06-12 | 2016-09-21 | 北京长城华冠汽车科技股份有限公司 | 一种锁死电动汽车的系统、方法和电动汽车 |
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