CN109229099B - Hill assist control module and system incorporating vehicle lateral acceleration - Google Patents
Hill assist control module and system incorporating vehicle lateral acceleration Download PDFInfo
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- CN109229099B CN109229099B CN201710545702.1A CN201710545702A CN109229099B CN 109229099 B CN109229099 B CN 109229099B CN 201710545702 A CN201710545702 A CN 201710545702A CN 109229099 B CN109229099 B CN 109229099B
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- 230000001133 acceleration Effects 0.000 title claims abstract description 54
- 230000009194 climbing Effects 0.000 claims abstract description 8
- 238000005096 rolling process Methods 0.000 claims description 12
- 230000006641 stabilisation Effects 0.000 claims description 9
- 230000000994 depressogenic effect Effects 0.000 claims description 8
- 239000013598 vector Substances 0.000 claims description 4
- 230000005540 biological transmission Effects 0.000 claims description 3
- 238000011105 stabilization Methods 0.000 claims 1
- 238000001514 detection method Methods 0.000 description 7
- 238000010586 diagram Methods 0.000 description 4
- 230000004913 activation Effects 0.000 description 3
- 230000000977 initiatory effect Effects 0.000 description 2
- 230000005484 gravity Effects 0.000 description 1
- 238000011835 investigation Methods 0.000 description 1
- 230000001788 irregular Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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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
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18118—Hill holding
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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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/105—Speed
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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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/107—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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0604—Throttle 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/18—Braking system
-
- 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
- B60W2510/20—Steering systems
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Regulating Braking Force (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
A hill hold control module (10) for a vehicle is communicatively connected with an information acquisition portion (20) to acquire at least the following information by the information acquisition portion (20): vehicle lateral acceleration, vehicle speed, steering wheel or steering wheel angle and direction of rotation, brake pedal and accelerator pedal status; the hill hold control module (10) is configured to apply hill hold braking to a steering wheel when all of the following conditions are met: the vehicle speed is zero or close to zero, and the vehicle driving force is less than a minimum value; the lateral acceleration of the vehicle is greater than a preset acceleration value; the steering wheel or the steering wheel rotates towards the climbing direction; the steering angle of the steering wheel or the steering wheel is larger than a preset turning angle value; and the brake pedal is released.
Description
Technical Field
The present application relates to a hill assist control module and system that is capable of determining activation of hill assist control based on vehicle lateral acceleration.
Background
The hill hold control is an extended function of the electronic body stabilization program. When the vehicle climbs on a slope, after the driver releases the brake pedal with his foot, the hill-hold control program may keep the vehicle braked for a short period of time so that the driver can comfortably move his foot over the accelerator pedal and depress the accelerator pedal to allow the vehicle to obtain driving force, thereby preventing an accident caused by vehicle rolling.
The conventional hill assist control is based on detection data from a vehicle longitudinal acceleration sensor. The gradient of the slope is determined based on the detection data of the longitudinal acceleration sensor in a stationary state of the vehicle. When the gradient thus determined reaches a certain value, the hill hold control routine is initiated while the brake is maintained. However, when the vehicle is in a lateral direction with respect to the slope (e.g., stops on the slope or turns around), the detection result of the longitudinal acceleration sensor may be zero or small and thus the gradient of the slope may not be correctly reflected, and the slope assist control program erroneously regards the road as having no gradient or small gradient and does not start. In this case, after the driver turns the steering wheel in a direction to turn the vehicle uphill, there is a possibility that the vehicle rolls at the steering wheels while moving the foot from the brake pedal toward the accelerator pedal.
Disclosure of Invention
The application aims to provide a slope auxiliary control scheme which can avoid vehicle slipping when a vehicle turns or turns around to climb a slope.
According to one aspect of the application, a hill hold control module for a vehicle is provided, the hill hold control module being communicatively connected with an information acquisition portion to acquire at least the following information through the information acquisition portion: vehicle lateral acceleration, vehicle speed, engine speed, steering wheel or steering wheel angle and direction of rotation, brake pedal and accelerator pedal status;
the hill hold control module is configured to apply hill hold braking to the steering wheel when all of the following conditions are met:
the condition 2 is that the lateral acceleration of the vehicle is larger than a preset acceleration value;
condition 4, the steering angle of the steering wheel or the steering wheel is larger than a corresponding preset turning angle value; and is provided with
Condition 5, the brake pedal is released.
According to a feasible implementation mode, the slope auxiliary control module further acquires the current gear of the gearbox through the information acquisition part, and judges whether the rotation direction of the steering wheel or the steering wheel points to the climbing direction or not according to the condition that the gear of the gearbox is in a forward gear or a reverse gear.
According to one possible embodiment, the hill-hold control module is connected to the electronic body stabilization program or is configured as a module in the electronic body stabilization program.
According to one possible embodiment, the hill hold control module applies hill hold braking to the steered wheels through the electronic body stabilization program.
According to a possible embodiment, the predetermined value of the rotation angle of the steered wheel in the condition 4 is about 35 degrees.
According to one possible embodiment, the duration of the hill-hold braking applied to the steering wheel is about 1.5 to 2 seconds.
According to one possible embodiment, after the hill hold braking time has elapsed, if the accelerator pedal state indicates that the accelerator has been depressed, the braking of the steering wheel is released; if the accelerator pedal state indicates that the accelerator is not depressed, braking of the steerable wheels is maintained until depression of the accelerator pedal is detected.
According to a possible embodiment, said predetermined value of acceleration is about 2.5m/s 2 。
According to a possible implementation mode, the slope auxiliary control module further acquires the longitudinal acceleration of the vehicle through an information acquisition part; and the hill assist control module is further configured to apply hill hold braking to the steerable wheels when a magnitude of a sum vector of two vectors, a lateral acceleration and a longitudinal acceleration of the vehicle, is greater than an additional acceleration predetermined value.
According to one possible embodiment, the minimum value of the vehicle driving force is determined based on at least the predetermined value of the acceleration, the vehicle weight, and the vehicle rolling resistance.
According to another aspect of the application, a hill hold control system for a vehicle is provided, which comprises an information acquisition part and the hill hold control module, wherein the hill hold control module is connected with the information acquisition part in a communication mode.
According to the hill assist control scheme of the present application, the vehicle lateral acceleration is taken into account, so that the gradient of the lane can be reflected more accurately, and the hill assist control is started as necessary, avoiding the vehicle lateral to the hill from rolling when turning to climb the hill.
Drawings
The foregoing and other aspects of the present application will be more fully understood and appreciated by reference to the following detailed description, taken with reference to the accompanying drawings, in which:
FIG. 1 is a schematic diagram for explaining the basic principle of the present application;
FIG. 2 is a block diagram of a hill hold control system according to one possible embodiment of the present application.
Detailed Description
The present application relates generally to hill assist control for a vehicle to prevent rolling when the vehicle is turning around to climb a hill or starting to turn to climb a hill. First, the principle of the present application is explained with reference to a schematic diagram in fig. 1. As shown in the figure, the vehicle 1 is in a substantially lateral direction relative to the ramp 2, forming a gradient θ between the ramp 2 and the horizontal. The term "substantially in the lateral direction" as used herein means that the longitudinal direction of the vehicle 1 (i.e., the vehicle body front-rear direction) is substantially perpendicular to the longitudinal direction of the ramp 2, and the lateral direction of the vehicle 1 (i.e., the vehicle body left-right direction) is substantially along the longitudinal direction of the ramp 2. Alternatively, the vehicle 1 may be said to be in a substantially transverse direction relative to the ramp 2 when the angle between the longitudinal direction of the vehicle 1 and the longitudinal direction of the ramp 2 is greater than an angular value, such as 60 degrees.
The longitudinal direction of the ramp 2, for a regular road, refers to the direction of extension of the road; for irregular roads, such as sloped ground, the direction on the road surface that makes the angle with the horizontal plane the largest is meant. The longitudinal direction of the ramp 2 can in turn be divided into a climbing direction and a descending direction, which are opposite to each other.
In the example shown in fig. 1, the front wheels of the vehicle 1 are steered wheels 3. It is to be noted that in the case where both the front and rear wheels of the vehicle are steered wheels, reference to steered wheels herein should be understood to encompass all of the front and rear steered wheels.
As shown in fig. 1, when the vehicle starts to turn from a lateral stop state to climb a slope, or turns around to climb a slope upward after traveling downward, the driver turns the steering wheel so that the steerable wheels 3 are turned at an angle with respect to the longitudinal direction of the vehicle, as shown by an arrow T in fig. 1, so that the vehicle 1 will advance toward the direction of climbing after turning or turning around.
When the vehicle is started, the driver needs to press the brake pedal to place the gear knob in the proper gear, and when the vehicle turns around, the driver usually needs to press the brake pedal to decelerate the vehicle. Thereafter, the driver's foot is moved away from the brake pedal and the accelerator pedal is depressed. During the time before the brake pedal is released and the accelerator pedal is depressed, the vehicle receives little or no driving force from the engine. In this case, if the steerable wheels 3 are in the non-braking state, there is a possibility that the steerable wheels 3 roll backward in the direction indicated by the arrow S by the gravity of the vehicle, so that the front portion of the vehicle slips downward, i.e., vehicle rolling occurs.
In an electronic body stabilization program of a vehicle, a longitudinal acceleration a of the vehicle detected by longitudinal and lateral acceleration sensors x And lateral acceleration a y Are used. However, as previously mentioned, prior art hill hold control is based only on longitudinal acceleration a x It is determined whether hill hold control is to be initiated. In the situation shown in fig. 1 in which the vehicle is substantially transverse to the ramp 2, the longitudinal acceleration a is substantially perpendicular to the longitudinal direction of the ramp x Substantially zero or small, not reaching the threshold for initiating hill hold control, and hence only in terms of longitudinal acceleration a x The true gradient θ cannot be correctly reflected.
In order to avoid vehicle slipping when the vehicle turns to start and climbs or turns around and climbs, the application provides a hill auxiliary control system which mainly comprises a hill auxiliary control module 10 and an information acquisition part 20, as shown in a block diagram in fig. 2. The hill hold control system is capable of being based on a longitudinal acceleration a, except when the vehicle 1 is in a substantially longitudinal direction relative to the hill 2 x The determination of the activation of the hill-hold control can be based on the lateral acceleration a of the vehicle substantially in the longitudinal direction of the hill (substantially pointing in the downhill direction), in addition to the determination of the activation of the hill-hold control y Determines the initiation of the hill hold control.
The hill hold control module 10 is connected to the information collecting part 20 in communication, and is configured to obtain at least the following vehicle-related detection information from the information collecting part 20:
lateral acceleration a of vehicle y Longitudinal acceleration a x ；
Vehicle speed, engine speed, transmission gear, steering wheel 3 (or steering wheel) angle and direction of rotation, brake and accelerator pedal status, etc.
The information collection portion 20 may include some or all of the detection devices that detect the above-described information, and/or include a vehicle data bus that is capable of providing the above-described parameters.
The hill-hold control module 10 is also connected to a braking system 30 of the vehicle, which braking system 30 is capable of applying a braking force at least to the steered wheels 3, preferably also to the non-steered wheels of the vehicle.
The hill assist control module 10 is configured to determine the start condition of the hill assist control based on the information acquired from the information acquisition portion 20. According to one possible embodiment, the hill hold control is initiated when all of the following conditions are met:
(1) Vehicle drive force is less than a minimum value (e.g., engine idle state) and vehicle speed is at or near zero (below a set speed threshold, e.g., slowed below the speed threshold);
(2) Lateral acceleration a of vehicle y Greater than a predetermined value of acceleration, e.g. about 2.5m/s 2 ；
(3) The steering wheel 3 (or steering wheel) is turned in the direction of climbing (it is necessary to determine whether the shift position is forward or reverse) according to the turning direction and the lateral acceleration a of the vehicle y The direction of the point is determined by the inverse direction;
(4) The steering angle of the steered wheels 3 (or the steering wheel) is larger than a predetermined turning angle value, for example, the turning angle of the steered wheels 3 is larger than 35 degrees (for the steering wheel, the predetermined turning angle value of the steering wheel can be determined according to the proportional relationship between the steering angle of the steering wheel and the steering angle of the steered wheels 3); and is
(5) The brake pedal is in a released state.
When all of the above conditions are met, the hill assist control module 10 determines that the vehicle steered wheel is likely to roll down and thus requires hill hold braking to be applied, wherein the hill assist control module 10 applies a braking force to the steered wheel 3 via the braking system 30 for a short period of time, such as about 1.5 seconds to 2 seconds. Thereafter, if the accelerator pedal state indicates that the accelerator has been depressed, braking of the steering wheel 3 by the braking system 30 is released; if the accelerator pedal state indicates that the accelerator is not depressed, the braking of the steering wheel 3 by the braking system 30 is continuously maintained until the depression of the accelerator pedal is detected.
With this short braking time, the driver can move his foot onto the accelerator pedal with ease and depress the accelerator pedal, after which the vehicle obtains driving force from the engine to normally climb the slope. On climbing along a slopeWhen the driver presses the brake pedal, then releases the brake pedal and then presses the accelerator pedal during the directional driving, the slope auxiliary control system is switched to be based on the longitudinal acceleration a x It is determined whether hill hold braking is applied to the steered wheels 3.
In the above condition (1), the minimum value of the vehicle driving force should be determined in combination with the predetermined value of the acceleration, the vehicle weight, the vehicle rolling resistance, and the like. The vehicle rolling resistance here is the sum of the rolling resistances of all the wheels.
In addition, the turning angle of the steering wheel 3 is more intuitive than the turning angle of the steering wheel in discussing the possible rolling state. However, since the steering angle information of the steering wheel is easily obtained by the steering wheel angle sensor, it is preferable to use the predetermined value of the steering angle of the steering wheel in the above condition (4).
The hill hold control module of the present application may be configured as one of the modules in the electronic body stabilization program, and the brake system 30 may be controlled by the electronic body stabilization program when performing the hill hold control. Alternatively, the hill hold control module of the present application may be configured as an additional module to interface with the electronic body stability program, and the brake system 30 may be controlled by the hill hold control module 10 or by the electronic body stability program when performing hill hold control.
In addition, when judging whether the vehicle steering wheel has the condition of slipping down, the longitudinal acceleration a can be further taken into account x I.e. taking into account the vehicle lateral acceleration a y And longitudinal acceleration a x Two factors. In this solution, the lateral acceleration a y And longitudinal acceleration a x Whether the magnitude of the sum of these two vectors is greater than a predetermined value for the additional acceleration may be used as a condition for determining whether the steerable wheels of the vehicle are likely to roll down. This is effective in a state where the longitudinal direction of the vehicle deviates from the slope at a large angle in the lateral direction. The predetermined value of the additional acceleration here may be equal to or different from the predetermined value of the acceleration applied to the lateral acceleration described above.
It can be seen that, according to the present application, in the case where the vehicle is substantially transverse to the ramp and is about to turn up the ramp, the vehicle is driven to move up the rampOver-investigation of vehicle lateral acceleration a y And the turning direction and the steering angle of the vehicle steering wheel (or steering wheel) to judge whether the vehicle steering wheel has the possibility of rolling downwards, and when the steering wheel has the tendency of rolling downwards, the steering wheel is braked for a short time. Therefore, vehicle sliding can be avoided when the vehicle transverse to the slope is transited to the slope, and driving safety is improved.
In addition, although the hill-hold control module and the hill-hold control system judge and implement the hill-hold control when necessary for the situation when the vehicle is substantially transverse to the hill, the judgment that the vehicle is in the transverse direction by the hill-hold control module and the hill-hold control system is realized by using the existing detection element (most importantly, a transverse acceleration sensor) of the vehicle, and an additional detection element is not required to be added for judging the transverse direction, so that the cost increase caused by adding a transverse hill-hold control function in the hill-hold control module and the hill-hold control system can be avoided.
Although the present application has been described herein with reference to particular embodiments, the scope of the present application is not intended to be limited to the details shown. Various modifications may be made to these details without departing from the underlying principles of the application.
Claims (11)
1. A hill hold control module (10) for a vehicle, the hill hold control module (10) being communicatively connected to an information acquisition portion (20) for obtaining at least the following information via the information acquisition portion (20): vehicle lateral acceleration, vehicle speed, engine speed, steering wheel or steering wheel angle and direction of rotation, brake pedal and accelerator pedal status;
the hill assist control module (10) is configured to apply hill hold braking to a steering wheel when all of the following conditions are met:
condition 1, the vehicle speed is zero or close to zero, and the vehicle driving force is less than a minimum value;
condition 2, the lateral acceleration of the vehicle is greater than a preset acceleration value;
condition 3, the steering wheel or steering wheel is rotated towards the climbing direction;
condition 4, the steering angle of the steering wheel or the steering wheel is larger than a corresponding preset turning angle value; and is
Condition 5, the brake pedal is released.
2. The hill hold control module according to claim 1, wherein the hill hold control module (10) further acquires a current gear of the transmission through the information acquisition section (20), and the hill hold control module determines whether a rotation direction of a steering wheel or a steering wheel is directed in a hill-climbing direction in conjunction with whether the transmission gear is in a forward gear or a reverse gear.
3. The hill-assist control module according to claim 1 or 2, wherein the hill-assist control module is connected to or configured as one of the electronic body stabilization programs.
4. The hill-assist control module according to claim 3, wherein the hill-assist control module applies hill hold braking to a steered wheel through the electronic body stabilization program.
5. The hill assist control module according to any one of claims 1 to 4, wherein the predetermined value of the rotation angle of the steered wheel in the condition 4 is about 35 degrees.
6. The hill-assist control module according to any one of claims 1 to 5, wherein the time to apply hill-hold braking to the steerable wheel is about 1.5 to 2 seconds.
7. The hill-assist control module according to claim 6, wherein braking of the steering wheel is released if an accelerator pedal state indicates that the accelerator has been depressed after the hill-hold braking time has elapsed; if the accelerator pedal state indicates that the accelerator is not depressed, braking of the steerable wheels is maintained until depression of the accelerator pedal is detected.
8. Ramp aid according to any of claims 1 to 7A control module, wherein the predetermined acceleration value is about 2.5m/s 2 。
9. The hill-assist control module according to any one of claims 1 to 8, wherein the hill-assist control module (10) further acquires a vehicle longitudinal acceleration through an information acquisition portion (20); and the hill assist control module (10) is further configured to apply hill hold braking to the steerable wheels when the magnitude of the sum of the two vectors of vehicle lateral acceleration and longitudinal acceleration is greater than an additional acceleration predetermined value.
10. The hill-assist control module according to any one of claims 1 to 9, wherein the minimum value of the vehicle driving force is determined based on at least the predetermined value of the acceleration, the vehicle weight, and the vehicle rolling resistance.
11. A hill-hold control system for a vehicle comprising an information acquisition portion (20) and a hill-hold control module (10) according to any one of claims 1 to 10 communicatively connected to the information acquisition portion (20).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710545702.1A CN109229099B (en) | 2017-07-06 | 2017-07-06 | Hill assist control module and system incorporating vehicle lateral acceleration |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710545702.1A CN109229099B (en) | 2017-07-06 | 2017-07-06 | Hill assist control module and system incorporating vehicle lateral acceleration |
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| CN109229099A CN109229099A (en) | 2019-01-18 |
| CN109229099B true CN109229099B (en) | 2023-02-21 |
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| CN201710545702.1A Active CN109229099B (en) | 2017-07-06 | 2017-07-06 | Hill assist control module and system incorporating vehicle lateral acceleration |
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