阅读说明：本技术 一种汽车的p挡控制方法 (P-gear control method of automobile ) 是由 郭振戈 付丽 余秋石 薛龙 李卓 于 2020-04-21 设计创作，主要内容包括：本发明涉及汽车控制技术领域,具体涉及一种汽车的P挡控制方法。向ESM发送P挡挂入指令；ESM判定车速是否不大于设定的P挡允许挂入车速,若满足,则向VCU发送P挡挂入指令；VCU判定车速是否不大于设定的P挡允许挂入车速,若满足,则向PGU发送P挡挂入指令；PGU判定P挡当前状态是否为解锁状态,若是,则控制actuator执行锁止动作,并在锁止完成后接收actuator反馈的P挡锁止位置信号；PGU判定车速是否为零,若为零,则向VCU反馈P挡锁止完成信号；若不为零,则不向VCU反馈P挡锁止完成信号。P挡反馈锁止状态时引入车速为零的判断,防止P挡虚假挂入,提升车辆安全性。(The invention relates to the technical field of automobile control, in particular to a P gear control method of an automobile. Sending a P gear engaging instruction to the ESM; the ESM judges whether the vehicle speed is not greater than a set P gear allowable engaging vehicle speed, and if yes, a P gear engaging command is sent to the VCU; the VCU judges whether the vehicle speed is not greater than a set P gear allowable engaging vehicle speed, and if yes, a P gear engaging instruction is sent to the PGU; the PGU judges whether the current state of the gear P is an unlocking state, if so, the activator is controlled to execute locking action, and a P gear locking position signal fed back by the activator is received after locking is finished; the PGU judges whether the vehicle speed is zero, if so, a P gear locking completion signal is fed back to the VCU; if not, no P-block locking completion signal is fed back to the VCU. And the judgment that the vehicle speed is zero is introduced when the P gear is fed back to the locking state, so that the P gear is prevented from being falsely engaged, and the safety of the vehicle is improved.)

1. A P gear control method of an automobile is characterized by comprising

Sending a P gear engaging instruction to the ESM;

after receiving the P gear engaging command, the ESM judges whether the vehicle speed is not greater than a set P gear allowable engaging vehicle speed, and if so, sends the P gear engaging command to the VCU;

after receiving the P gear engaging instruction, the VCU judges whether the vehicle speed is not greater than a set P gear allowable engaging vehicle speed, and if so, sends the P gear engaging instruction to the PGU;

after receiving the P gear engaging instruction, the PGU judges whether the current state of the P gear is an unlocking state, if so, the activator is controlled to execute the locking action, and a P gear locking position signal fed back by the activator is received after the locking is finished;

after receiving the P gear locking position signal fed back by the activator, the PGU judges whether the vehicle speed is zero, and if the vehicle speed is zero, the PGU feeds back a P gear locking completion signal to the VCU; if not, no P-block locking completion signal is fed back to the VCU.

2. The P-gear control method of the automobile according to claim 1, wherein the ESM judges whether the speed is not greater than a set P-gear allowable engaging speed by utilizing a driving motor speed signal or a whole automobile speed signal;

the priority of the driving motor rotating speed signal is greater than that of the whole vehicle speed signal, and the whole vehicle speed signal is used for judgment only when the driving motor rotating speed signal fails;

and if the rotating speed signal of the driving motor or the vehicle speed signal of the whole vehicle is invalid, the P gear is not allowed to be engaged.

3. The P-gear control method of the automobile according to claim 1, wherein the VCU judges whether the speed is not greater than a set P-gear allowable engaging speed by using a driving motor speed signal or a vehicle speed signal;

the priority of the driving motor rotating speed signal is greater than that of the whole vehicle speed signal, and the whole vehicle speed signal is used for judgment only when the driving motor rotating speed signal fails;

and if the rotating speed signal of the driving motor or the vehicle speed signal of the whole vehicle is invalid, the P gear is not allowed to be engaged.

4. The P-gear control method of the automobile according to claim 1, wherein the PGU judges whether the speed is zero by using a driving motor speed signal or a whole automobile speed signal;

the priority of the driving motor rotating speed signal is greater than that of the whole vehicle speed signal, and the whole vehicle speed signal is used for judgment only when the driving motor rotating speed signal fails;

if the rotating speed signal of the driving motor or the vehicle speed signal of the whole vehicle fails, the locking state is not fed back;

the determination condition that the vehicle speed is zero is as follows: the duration that the motor rotating speed is less than the set rotating speed threshold or the whole vehicle speed is less than the set vehicle speed threshold exceeds the calibration duration.

5. The P range control method of the vehicle according to claim 1, further comprising a P range unlocking process:

sending a P gear unlocking instruction to the ESM;

after receiving the P gear unlocking instruction, the ESM judges whether a brake pedal is stepped, and if yes, the ESM sends the P gear unlocking instruction to the VCU;

the VCU receives a P gear unlocking instruction, judges whether a brake pedal is stepped, and sends the P gear unlocking instruction to the PGU if the brake pedal is stepped;

after receiving a P gear unlocking instruction, the PGU judges whether the current state of the P gear is a locking state, if so, the activator is controlled to execute an unlocking action, and a P gear unlocking position signal fed back by the activator is received after the unlocking is finished;

and after receiving the P gear unlocking position signal fed back by the activator, the PGU feeds back a P gear unlocking completion signal to the VCU.

Technical Field

The invention relates to the technical field of automobile control, in particular to a P gear control method of an automobile.

Background

With the stricter emission regulations and the deepening of the environmental protection attention of the society, the hybrid electric vehicles and the pure electric vehicles are gradually accepted by people, and the relative holding amount is gradually increased. Meanwhile, people pay more and more attention to the safety of the automobile, for example, for a P-gear parking system, when the P gear is used for parking, the required speed cannot be too high, otherwise, the P-gear parking system can be damaged, when the locking is completed, a driver can leave the automobile most possibly, and the effectiveness of the locking must be guaranteed at the moment.

However, in the conventional parking control system, after the P range is engaged, the P range parking system basically feeds back a signal of engaging the P range to other control devices after determining the P range based on an actuator or an additional sensor, but a false P range may occur, that is, the parking actuator completes a locking action, but the vehicle is not completely stationary, and if the driver opens the door at this time, a danger may occur.

In addition, for the engagement of the gear P, a conventional parking control system adopts a vehicle speed signal of the whole vehicle as a judgment basis, but the problem of insufficient precision is easily caused when the vehicle speed signal of the whole vehicle is low, and meanwhile, the judgment of the engagement of the gear P is influenced if the vehicle speed signal of the whole vehicle is invalid.

Disclosure of Invention

The invention aims to provide a P gear control method of an automobile, which can prevent the false engagement of a P gear and improve the safety of the automobile, aiming at the defects of the prior art.

The technical scheme of the invention is as follows: a P gear control method of an automobile comprises the steps of sending a P gear engaging instruction to an ESM;

after receiving the P gear engaging command, the ESM judges whether the vehicle speed is not greater than a set P gear allowable engaging vehicle speed, and if so, sends the P gear engaging command to the VCU;

after receiving the P gear engaging instruction, the VCU judges whether the vehicle speed is not greater than a set P gear allowable engaging vehicle speed, and if so, sends the P gear engaging instruction to the PGU;

after receiving the P gear engaging instruction, the PGU judges whether the current state of the P gear is an unlocking state, if so, the activator is controlled to execute the locking action, and a P gear locking position signal fed back by the activator is received after the locking is finished;

after receiving the P gear locking position signal fed back by the activator, the PGU judges whether the vehicle speed is zero, and if the vehicle speed is zero, the PGU feeds back a P gear locking completion signal to the VCU; if not, no P-block locking completion signal is fed back to the VCU.

Preferably, the ESM judges whether the speed is not greater than the set P gear allowed engaging speed by utilizing a driving motor rotating speed signal or a whole vehicle speed signal;

the priority of the driving motor rotating speed signal is greater than that of the whole vehicle speed signal, and the whole vehicle speed signal is used for judgment only when the driving motor rotating speed signal fails;

and if the rotating speed signal of the driving motor or the vehicle speed signal of the whole vehicle is invalid, the P gear is not allowed to be engaged.

Preferably, the VCU judges whether the vehicle speed is not greater than the set P gear allowed vehicle speed by using a driving motor rotating speed signal or a vehicle speed signal of the whole vehicle;

the priority of the driving motor rotating speed signal is greater than that of the whole vehicle speed signal, and the whole vehicle speed signal is used for judgment only when the driving motor rotating speed signal fails;

and if the rotating speed signal of the driving motor or the vehicle speed signal of the whole vehicle is invalid, the P gear is not allowed to be engaged.

It is more preferable that the amount of the organic solvent,

the PGU judges whether the vehicle speed is zero or not by utilizing a driving motor rotating speed signal or a whole vehicle speed signal;

the priority of the driving motor rotating speed signal is greater than that of the whole vehicle speed signal, and the whole vehicle speed signal is used for judgment only when the driving motor rotating speed signal fails;

if the rotating speed signal of the driving motor or the vehicle speed signal of the whole vehicle fails, the locking state is not fed back;

the determination condition that the vehicle speed is zero is as follows: the duration that the motor rotating speed is less than the set rotating speed threshold or the whole vehicle speed is less than the set vehicle speed threshold exceeds the calibration duration.

Preferably, the method further comprises a P-gear unlocking process:

sending a P gear unlocking instruction to the ESM;

after receiving the P gear unlocking instruction, the ESM judges whether a brake pedal is stepped, and if yes, the ESM sends the P gear unlocking instruction to the VCU;

the VCU receives a P gear unlocking instruction, judges whether a brake pedal is stepped, and sends the P gear unlocking instruction to the PGU if the brake pedal is stepped;

after receiving a P gear unlocking instruction, the PGU judges whether the current state of the P gear is a locking state, if so, the activator is controlled to execute an unlocking action, and a P gear unlocking position signal fed back by the activator is received after the unlocking is finished;

and after receiving the P gear unlocking position signal fed back by the activator, the PGU feeds back a P gear unlocking completion signal to the VCU.

The invention has the beneficial effects that:

1. and the judgment that the vehicle speed is zero is introduced when the P gear is fed back to the locking state, so that the P gear is prevented from being falsely engaged, and the safety of the vehicle is improved.

2. The gear P-gear mistaken-engaging method has the advantages that double judgment is carried out on the engaging speed by the ESM and the VCU through the driving motor rotating speed and the whole vehicle speed, the priority of the driving motor rotating speed is set to be higher than the whole vehicle speed, and meanwhile, when the ESM and the VCU fail and cannot judge the vehicle speed, locking operation is not carried out, so that the control safety is greatly improved, the possibility of mistaken engaging of the gear P is reduced, and the impact on a parking system is reduced.

Drawings

FIG. 1 is a schematic view of a P-range control system for implementing the method of the present invention;

FIG. 2 is a schematic diagram of the P shift engagement flow of the present invention;

FIG. 3 is a schematic diagram illustrating the ESM determination logic during the P-gear engagement;

FIG. 4 is a schematic diagram of the VCU determination logic during the P-gear engagement;

FIG. 5 is a logic diagram illustrating the PGU determination during the P-gear engagement;

fig. 6 is a schematic diagram of the P-range unlocking process.

Detailed Description

The invention will be further described in detail with reference to the following drawings and specific examples, which are not intended to limit the invention, but are for clear understanding.

As shown in fig. 1, the P-gear control system comprises an ESM, a VCU, a meter, a PGU and an activator, wherein the ESM is an electronic gear shifter, and a driver can send a gear shifting signal to the VCU through the ESM; the VCU is a vehicle controller, can receive ESM gear shifting signals, vehicle speed and driving motor rotating speed signals, and sends related commands and signals to the PGU and the ESM; the PGU is a P gear controller and can receive relative instructions of the VCU and feed back the actual position of the P gear; the activator is a P-gear actuator, and the inside of the activator comprises a position sensor which is used for receiving a PGU instruction and feeding back the P-gear position.

When a driver operates to engage in and engage out of a P gear through the ESM, the ESM and the VCU are judged by combining a vehicle speed signal, a driving motor rotating speed signal and a brake signal, and send an instruction to the PGU when the engaging or disengaging condition is met, the PGU controls an activator to execute the action after receiving an unlocking or locking instruction, and after the execution is finished, the feedback state is judged by combining the vehicle speed signal and the motor rotating speed signal, and after the locking or unlocking of the P gear is finished, a corresponding gear is displayed on an instrument, otherwise, the driver is reminded through the instrument; if the ESM and the VCU judge that the hanging-in condition or the hanging-out condition is not met, a locking instruction is not sent to the PGU, and a driver is reminded through the instrument;

as shown in fig. 2 and 3, the P shift-in process is as follows:

when a driver operates the ESM to operate the P gear, the ESM judges whether the rotating speed of the current driving motor is less than or equal to the set P gear allowed engaging rotating speed, if the rotating speed is less than or equal to the set P gear allowed engaging rotating speed, a P gear engaging command is sent to the VCU, if the rotating speed is greater than the set P gear allowed engaging rotating speed, the P gear is not engaged, and the instrument prompts the driver that the current vehicle speed is too high and the P gear cannot be engaged; when the rotating speed signal of the driving motor fails, a finished vehicle speed signal is adopted for judgment, if the finished vehicle speed is less than or equal to a set P gear allowed to be put into the vehicle speed, a command of putting into the P gear is sent to the VCU, and if the finished vehicle speed is greater than the set P gear allowed to be put into the vehicle speed, the command is not sent, and an instrument prompts a driver that the current vehicle speed is too high and the P gear cannot be put into the vehicle speed; and when the rotating speed of the driving motor and the speed of the whole vehicle are invalid, the P gear is not allowed to be engaged.

As shown in fig. 4, when the VCU receives a P-gear engaging command sent by the ESM, it determines whether the current rotation speed of the driving motor is less than or equal to a set P-gear allowable engaging rotation speed, if the current rotation speed is less than or equal to the set P-gear allowable engaging rotation speed, the VCU sends a P-gear engaging command to the PGU, and if the current rotation speed is greater than the set P-gear allowable engaging rotation speed, the VCU does not engage the driving motor, and prompts the driver through an instrument that the current vehicle speed is too high and the; when the rotating speed signal of the driving motor fails, judging by adopting a finished vehicle speed signal, if the finished vehicle speed is less than or equal to a set P gear allowable gear, sending a command of engaging the P gear to a PGU, and if the finished vehicle speed is greater than the set P gear allowable gear, not sending the command, and prompting a driver that the current vehicle speed is too high through an instrument and the P gear cannot be engaged; and when the rotating speed of the driving motor and the speed of the whole vehicle are invalid, the P gear is not allowed to be engaged.

As shown in fig. 5, after the PGU receives the P-range engagement command sent by the VCU and determines that the current actual position of the P-range is in the unlocked state, the activator is controlled to perform the locking action, and the position sensor detects the locked position after the activator completes the locking and sends a current position signal to the PGU. After receiving the locking position signal, the PGU judges whether the current rotating speed of the driving motor is zero, if the current rotating speed of the driving motor is zero, the actual position of the P gear is fed back to the VCU and is locked, otherwise, the P gear is not fed back; when the rotating speed signal of the driving motor fails, the whole vehicle speed signal is adopted for judgment, if the whole vehicle speed signal is zero, the P gear actual position is fed back to the VCU and is locked, otherwise, the P gear actual position is not fed back; when the rotating speed of the driving motor and the speed of the whole vehicle are invalid, the locking state is not fed back.

As shown in fig. 6, when the driver operates the ESM to engage the P-range (i.e., the P-range is unlocked), the ESM may determine whether the current braking signal is that the brake pedal is pressed, and if the brake pedal is pressed, the ESM determines that the engagement condition is satisfied, otherwise, the ESM prompts the driver to press the brake pedal through the meter.

When the VCU receives an unlocking P gear command sent by the ESM, the VCU can judge whether the current brake signal is that the brake pedal is treaded, if the brake pedal is treaded, the VCU judges that the out-of-gear condition is met, and sends the unlocking P gear command to the PGU, otherwise, the VCU prompts a driver to tread the brake pedal through an instrument.

When the PGU receives an unlocking P gear command sent by the VCU, after judging that the current actual position of the P gear is in a locking state, controlling the activator to execute an unlocking action, detecting the position after unlocking by the position sensor after the activator finishes unlocking and sending a current position signal to the PGU, and after receiving the unlocking position signal, feeding back an unlocking completion state signal to the VCU by the PGU.

Details not described in this specification are within the skill of the art that are well known to those skilled in the art.