Vehicle with a brake assist device

Abstract

The present invention provides a vehicle with a brake assist device, comprising: a brake receiving device; at least one processor; and a storage device. The brake receiving device is used to receive an external force to brake the vehicle. The storage device stores a plurality of instructions, so that when executed by at least one processor, at least one processor executes: obtaining a driving data of the vehicle on a driving road surface and a behavior data of the external force; evaluating a road surface parameter of the driving road surface based on the driving data; calculating a first deceleration of the vehicle in a first direction based on one of the driving data and the behavior data; evaluating a deceleration threshold of the vehicle in a second direction based on the road surface parameter and the first deceleration, wherein the first direction is different from the second direction; and determining whether to activate the brake assist device of the vehicle based on the deceleration threshold.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a vehicle with a brake assist device. Background Art

[0002] With the continuous improvement of living standards, vehicles such as cars have become more and more common in people's lives. The speed of these vehicles provides people with more convenience. Although some electronic brake systems are installed on existing vehicles for safety reasons to avoid brake loss. However, the existing electronic brakes are activated after the event, and cannot provide early warning and prevention before possible loss of control to avoid possible loss of control. Summary of the invention

[0003] The present invention is completed in view of the above problems and is a vehicle with a brake assist device.

[0004] In order to solve the above-mentioned problem, the present invention provides a vehicle with a brake assist device, the vehicle comprising: a brake receiving device for receiving an external force to brake the vehicle; at least one processor; and a storage device, the storage device being coupled to the at least one processor and storing a plurality of instructions, the plurality of instructions, when executed by the at least one processor, causing the at least one processor to perform the following processing: obtaining driving data of the vehicle on a driving road surface and behavior data of the external force; evaluating a road surface parameter of the driving road surface based on the driving data; calculating a first deceleration of the vehicle in a first direction based on one of the driving data and the behavior data; evaluating a deceleration threshold of the vehicle in a second direction based on the road surface parameter and the first deceleration, wherein the first direction is different from the second direction; and determining whether to activate the brake assist device of the vehicle based on the deceleration threshold.

[0005] In one embodiment, when the vehicle turns, the first deceleration of the vehicle is a centrifugal acceleration generated according to the driving data.

[0006] In one embodiment, when the multiple instructions are executed by the at least one processor, the at least one processor performs the following processing: when the vehicle brakes during a turn, calculating a braking deceleration of the vehicle in the second direction based on the behavior data; and comparing the deceleration threshold with the braking deceleration to determine whether to activate the brake assist device of the vehicle, wherein the deceleration threshold is a braking deceleration threshold when the vehicle brakes during a turn.

[0007] In a certain embodiment, when the multiple instructions are executed by the at least one processor, the at least one processor performs the following processing: calculating a radius of curvature of the vehicle during turning based on a rotation data in the driving data, wherein the rotation data is a plurality of rotation parameters of a plurality of rotating devices of the vehicle; and calculating the centrifugal acceleration of the vehicle based on the curvature radius and a speed data in the driving data, wherein the speed data is a traveling speed of the vehicle.

[0008] In one embodiment, when the vehicle brakes, the first deceleration of the vehicle is a braking deceleration generated according to the behavior data; and the deceleration threshold is a centrifugal deceleration threshold when the vehicle turns during braking.

[0009] In one embodiment, when the multiple instructions are executed by the at least one processor, the at least one processor performs the following processing: when the vehicle turns during braking, calculating a centrifugal acceleration of the vehicle in the second direction based on the driving data; and comparing the centrifugal deceleration threshold with the centrifugal acceleration to determine whether to activate the brake assist device of the vehicle.

[0010] In one embodiment, when the plurality of instructions are executed by the at least one processor, the at least one processor performs the following processing: calculating the braking deceleration of the vehicle during braking based on an external force magnitude and an external force velocity value in the behavior data.

[0011] In one embodiment, the brake assist device includes at least one of a brake warning device and a brake adjustment device; a brake warning device for issuing a warning signal based on the deceleration threshold; and a brake adjustment device for adjusting a braking behavior of the vehicle based on the deceleration threshold.

[0012] To solve the above-mentioned problem, the present invention also provides a braking assistance method for a vehicle, the method comprising: obtaining driving data of the vehicle on a driving road surface and behavior data of an external force applied to a brake receiving device of the vehicle; evaluating a road surface parameter of the driving road surface based on the driving data; calculating a first deceleration of the vehicle in a first direction based on the driving data and one of the behavior data; evaluating a deceleration threshold of the vehicle in a second direction based on the road surface parameter and the first deceleration, wherein the first direction is different from the second direction; and determining whether to activate a braking assistance device of the vehicle based on the deceleration threshold.

[0013] In one embodiment, when the vehicle is turning, the first deceleration of the vehicle is a centrifugal acceleration generated based on the driving data and the deceleration threshold is a braking deceleration threshold when the vehicle is braking during the turn; and when the vehicle is braking, the first deceleration of the vehicle is a braking deceleration generated based on the behavior data and the deceleration threshold is a centrifugal deceleration threshold when the vehicle is turning during braking.

[0014] Through the above method, the vehicle can estimate at least one of the braking deceleration and the centrifugal acceleration in advance to calculate the deceleration threshold, and make an early warning by comparing the braking deceleration and one of the centrifugal acceleration with the deceleration threshold, or even start the brake assist device in advance, so as to effectively control the brakes to avoid brake failure. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0016] Figure 1 It is a block diagram of a vehicle having a brake assist device according to an embodiment of the present invention.

[0017] Figure 2 is a flow chart of a process executed by a processor in a vehicle according to an embodiment.

[0018] Figure 3 is a flow chart of a process executed by a processor in a vehicle according to another embodiment.

[0019] Figure 4 is a flow chart of a process executed by a processor in a vehicle according to yet another embodiment.

[0020] Figure 5 It is a schematic diagram of a vehicle making a right turn according to an embodiment of the present invention.

[0021] Figure 6 is a flow chart of a process executed by a processor in a vehicle according to yet another embodiment.

[0022] Figure 7 It is a side schematic diagram of a vehicle braking according to one embodiment of the present invention.

[0023] Figure 8 It is a side schematic diagram of a vehicle making a left turn according to an embodiment of the present invention.

[0024] Fig. 9 is a flow chart of a process executed by a processor in a vehicle according to another embodiment. DETAILED DESCRIPTION

[0025] The following description contains specific information related to exemplary embodiments of the present invention. The drawings and the accompanying detailed descriptions in the present invention are exemplary embodiments only. However, the present invention is not limited to these exemplary embodiments. Other variations and embodiments of the present invention will occur to those skilled in the art. Unless otherwise specified, the same or corresponding components in the drawings may be indicated by the same or corresponding figure numbers. In addition, the drawings and illustrations in the present invention are generally not drawn to scale and are not intended to correspond to actual relative sizes.

[0026] For the purpose of consistency and ease of understanding, the same features are marked by reference numerals in the exemplary drawings (although not so marked in some examples). However, the features in different embodiments may be different in other aspects, so they should not be narrowly limited to the features shown in the drawings.

[0027] The phrases "at least one embodiment", "an embodiment", "multiple embodiments", "different embodiments", "some embodiments", "this embodiment", etc., may indicate that the embodiment of the present invention described in this manner may include specific features, structures or characteristics, but not every possible embodiment of the present invention must include the specific features, structures or characteristics. In addition, repeated use of the phrases "in one embodiment" and "in this embodiment" does not necessarily refer to the same embodiment, although they may be the same. In addition, phrases such as "embodiment" used in conjunction with "the present invention" do not mean that all embodiments of the present invention must include specific features, structures or characteristics, and it should be understood that "at least some embodiments of the present invention" include the described specific features, structures or characteristics. The term "coupled" is defined as connected, whether directly or indirectly through intermediate components, and is not necessarily limited to physical connections. When the term "including" is used, it means "including but not limited to", which clearly indicates the open inclusion or relationship of the described combinations, groups, series and equivalents.

[0028] In addition, for purposes of explanation and non-limiting, specific details such as functional entities, technologies, protocols, standards, etc. are set forth to provide an understanding of the described technology. In other instances, detailed descriptions of well-known methods, technologies, systems, architectures, etc. are omitted to avoid obscuring the description with unnecessary details.

[0029] The terms "first", "second" and "third" in the specification of the present invention and the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order. In addition, the term "including" and any variation thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or modules is not limited to the listed steps or modules, but may optionally include steps or modules that are not listed, or may optionally include other steps or modules that are inherent to these processes, methods, products or devices.

[0030] Those skilled in the art will immediately recognize that any computing function or algorithm described in the present invention can be implemented by hardware, software, or a combination of software and hardware. The module corresponding to the described function can be software, hardware, firmware, or any combination thereof. The software implementation may include computer executable instructions stored on a computer-readable medium such as a memory or other type of memory. For example, one or more microprocessors or general-purpose computers with communication processing capabilities can be designed and executed with corresponding executable instruction programs. The processor, microprocessor, or general-purpose computer can be formed by an application-specific integrated circuit ASIC (Applications Specific Integrated Circuitry), a programmable logic array, and / or using one or more digital signal processors DSP (Digital Signal Processor). Although several exemplary embodiments described in this specification tend to be software installed and executed on computer hardware, alternative exemplary embodiments in which the implementation is in firmware or hardware or a combination of hardware and software are also within the scope of the present invention.

[0031] The storage device may be a computer-readable medium, including but not limited to random access memory RAM (Random Access Memory), read-only memory ROM (Read Only Memory), erasable programmable read-only memory EPROM (Erasable Programmable Read-Only Memory), electrically erasable programmable read-only memory EEPROM (Electrically Erasable Programmable Read-Only Memory), flash memory, compact disc read-only memory CDROM (Compact Disc Read-Only Memory), magnetic cassettes, magnetic tapes, disk storage or any other equivalent medium that can store computer-readable instructions.

[0032] The coupling between the devices of the present invention may adopt a customized protocol or follow an existing standard or a de facto standard, including but not limited to Ethernet, IEEE 802.11 or IEEE 802.15 series, wireless USB or telecommunications standards (including but not limited to GSM (Global System for Mobile Communications), CDMA2000 (Code Division Multiple Access), TD-SCDMA (Time Division-Synchronization Code Division Multiple Access), WiMAX (World Interoperability for Microwave Access), 3GPP-LTE (Long Term Evolution) or TD-LTE (Time Division Long Term Evolution). In addition, the devices of the present invention may also each include any device configured to transmit and / or store data to a computer-readable medium and receive data from a computer-readable medium. Furthermore, the devices of the present invention may include a computer system interface that enables data to be stored on a storage device or received from a storage device. For example, the devices of the present invention may include chipsets supporting Controller Area Network Bus (CAN bus), FlexRay, Peripheral Component Interconnect (PCI) and Peripheral Component Interconnect Express (PCIe) bus protocols, dedicated bus protocols, Universal Serial Bus (USB) protocols, I2C, or any other logical and physical structures that can be used to interconnect peer devices.

[0033] The present invention is further described in detail below with reference to the accompanying drawings.

[0034] See also Figure 1The present invention provides a vehicle 100 having a brake assist device. The vehicle 100 may be, but is not limited to, a car, a motorcycle, a tricycle, an electric vehicle, an electric motorcycle, an electric bicycle, a solar vehicle, a fuel cell vehicle, etc., which are not limited here. The vehicle 100 includes a brake receiving device 10, a plurality of rotating devices 20, a brake assist device 30, a storage device 40, and at least one processor 50.

[0035] The brake receiving device 10 is used to receive an external force to brake the vehicle 100. In one embodiment, the brake receiving device 10 may be a brake pedal of the vehicle 100. In this embodiment, after the driver of the vehicle 100 steps on the brake pedal, the brake receiving device 10 receives the external force generated by the stepping, and activates the brake device of the vehicle 100 (not shown in the figure). In another embodiment, the brake receiving device 10 may be a brake handle of the vehicle 100. In this embodiment, after the driver of the vehicle 100 applies a pulling force to the brake handle, the brake receiving device 10 receives the external force generated by the pulling force, and activates the brake device of the vehicle 100.

[0036] The plurality of rotating devices 20 are used to move the vehicle 100. In one embodiment, the plurality of rotating devices 20 are a plurality of wheels of the vehicle 100. In this embodiment, the brake device is coupled to the plurality of rotating devices 20 so as to reduce the plurality of rotation speeds of the plurality of rotating devices 20 when the brake device of the vehicle 100 is activated, thereby reducing the travel speed of the vehicle 100.

[0037] The brake assist device 30 is used to assist the operation of the brake device. In one embodiment, the brake assist device 30 may include at least one of a brake warning device and a brake adjustment device. In this embodiment, the brake warning device is used to determine whether to issue a warning signal based on the judgment result of the processor 50, and the brake adjustment device is used to determine whether to adjust a braking behavior of the vehicle 100 based on the judgment result of the processor 50.

[0038] The storage device 40 is coupled to at least one processor 50 and stores a plurality of instructions. Figure 1 and Figure 2 , Figure 2 is a flowchart of a process executed by at least one processor 50 in the vehicle 100. When the plurality of instructions are executed by at least one processor 50, the at least one processor 50 performs the following processes:

[0039] Step S101, obtaining a driving data of the vehicle 100 on a driving road and a behavior data of an external force. In one embodiment, at least one processor 50 obtains the driving data on the driving road through various sensing devices (not shown in the figure) on the vehicle 100. In one embodiment, at least one processor 50 can obtain the behavior data of the external force through a sensing device (not shown in the figure) coupled to the brake receiving device 10.

[0040] In this embodiment, the driving data may include at least one of the plurality of rotation speeds of the plurality of rotating devices 20, the travel speed of the vehicle 100, and a road image of the driving road. In this embodiment, the behavior data may include at least one of an external force value, an external force speed value, and an external force frequency value.

[0041] Step S102, evaluating a road surface parameter of the driving road surface based on the driving data. In one embodiment, the road surface parameter may be a friction coefficient of the driving road surface. In this embodiment, the driving data may be used to estimate the friction coefficient of the driving road surface. At least one processor 50 obtains the road surface image of the driving road surface through a photographic device (not shown in the figure) to estimate the friction coefficient of the driving road surface as the driving data. In one embodiment, at least one processor 50 may estimate the friction coefficient of the driving road surface by the travel speed of the vehicle 100 during the previous braking process. In one embodiment, at least one processor 50 may estimate the friction coefficient of the driving road surface by the travel speed of the vehicle 100 during the previous acceleration process.

[0042] Step S103, calculating a first deceleration of the vehicle 100 in a first direction according to one of the driving data and the behavior data. In one embodiment, when the vehicle 100 turns, at least one processor 50 can calculate a centrifugal acceleration of the vehicle 100 in a centrifugal direction by using the driving data. In this embodiment, the first direction is the centrifugal direction, and the first deceleration is the centrifugal acceleration. In one embodiment, when the vehicle 100 brakes, at least one processor 50 can calculate a braking deceleration of the vehicle 100 in a traveling direction by using the behavior data. In this embodiment, the first direction is the traveling direction, and the first deceleration is the braking deceleration.

[0043] Step S104, based on the road surface parameter and the first deceleration, a deceleration threshold of the vehicle 100 in a second direction is evaluated. In this embodiment, a maximum friction force that can be applied to the vehicle 100 by the driving road surface can be calculated by the friction coefficient as the road surface parameter, so the deceleration threshold of the vehicle 100 in other directions (e.g., the second direction) can be determined by the maximum friction force and the first deceleration. In one embodiment, when the vehicle 100 turns, at least one processor 50 can evaluate a braking deceleration threshold of the vehicle 100 in the traveling direction by using the friction coefficient and the centrifugal acceleration. In this embodiment, the second direction is the traveling direction and the deceleration threshold is the braking deceleration threshold when the vehicle 100 brakes during the turn. In one embodiment, when the vehicle 100 brakes, at least one processor 50 can evaluate a centrifugal deceleration threshold of the vehicle 100 in the centrifugal direction by using the friction coefficient and the braking deceleration. In this embodiment, the second direction is the centrifugal direction and the deceleration threshold is the centrifugal deceleration threshold when the vehicle 100 turns during braking.

[0044] Step S105, judging whether to activate the brake assist device 30 of the vehicle 100 according to the deceleration threshold. In this embodiment, at least one processor 50 can calculate a second deceleration of the vehicle 100 in the second direction according to the other of the driving data and the behavior data of the vehicle 100, and judge whether to activate the brake assist device 30 of the vehicle 100 according to the deceleration threshold and the second deceleration.

[0045] In one embodiment, if the deceleration threshold is less than or equal to a preset threshold, the at least one processor 50 may directly activate the brake assist device 30 of the vehicle 100 without calculating the second deceleration. In this embodiment, the preset threshold may be equal to 0 or 0.2G.

[0046] In one embodiment, when the vehicle 100 brakes during a turn, the at least one processor 50 may calculate the braking deceleration of the vehicle 100 in the traveling direction according to the behavior data, and compare the braking deceleration threshold with the braking deceleration to determine whether to activate the brake assist device 30 of the vehicle 100. In this embodiment, the second direction is the traveling direction, which is different from the centrifugal direction as the first direction, and the traveling direction may be perpendicular to the centrifugal direction. In this embodiment, the second deceleration is the braking deceleration, and the deceleration threshold is the braking deceleration threshold. Therefore, when the at least one processor 50 determines that the braking deceleration is greater than or equal to the braking deceleration threshold, the at least one processor 50 may activate the brake assist device 30 of the vehicle 100. In another embodiment, when the at least one processor 50 determines that the braking deceleration is less than the braking deceleration threshold, and the difference between the braking deceleration and the braking deceleration threshold is less than or equal to a first preset difference value, the at least one processor 50 may activate the brake assist device 30 of the vehicle 100. In another embodiment, when the at least one processor 50 determines that the braking deceleration is less than the braking deceleration threshold, and the difference between the braking deceleration and the braking deceleration threshold is greater than a first preset difference value, the at least one processor 50 may not activate the brake assist device 30 of the vehicle 100. In this embodiment, the first preset difference value may be equal to 0.2G.

[0047] In one embodiment, when the vehicle 100 turns during braking, the at least one processor 50 may calculate the centrifugal acceleration of the vehicle 100 in the centrifugal direction according to the driving data, and compare the centrifugal deceleration threshold with the centrifugal acceleration to determine whether to activate the brake assist device 30 of the vehicle 100. In this embodiment, the second direction is the centrifugal direction, which is different from the traveling direction as the first direction, and the centrifugal direction may be perpendicular to the traveling direction. In this embodiment, the second deceleration is the centrifugal acceleration, and the deceleration threshold is the centrifugal deceleration threshold. Therefore, when the at least one processor 50 determines that the centrifugal acceleration is greater than or equal to the centrifugal deceleration threshold, the at least one processor 50 may activate the brake assist device 30 of the vehicle 100. In another embodiment, when the at least one processor 50 determines that the centrifugal acceleration is less than the centrifugal deceleration threshold, and the difference between the centrifugal acceleration and the centrifugal deceleration threshold is less than or equal to a second preset difference value, the at least one processor 50 may activate the brake assist device 30 of the vehicle 100. In another embodiment, when the at least one processor 50 determines that the centrifugal acceleration is less than the centrifugal deceleration threshold, and the difference between the centrifugal acceleration and the centrifugal deceleration threshold is greater than a second preset difference value, the at least one processor 50 may not activate the brake assist device 30 of the vehicle 100. In this embodiment, the second preset difference value may be equal to 0.2G.

[0048] It can be understood that, through the above method, the vehicle 100 can evaluate in advance whether to start the brake assist device 30 based on the driving data, the behavior data and the road surface parameters, so as to achieve advance warning and advance protection to avoid brake failure.

[0049] For further information, please refer to Figure 1 and Figure 3 , Figure 3 is a flowchart of a process executed by at least one processor 50 in the vehicle 100. When the plurality of instructions are executed by at least one processor 50, the at least one processor 50 performs the following processes:

[0050] Step S201, obtaining behavior data of an external force; and

[0051] Step S202 , calculating a braking deceleration of the vehicle 100 in a moving direction according to the behavior data.

[0052] In one embodiment, when the vehicle 100 brakes, the at least one processor 50 may calculate the braking deceleration according to the behavior data as the first deceleration of the vehicle 100, so as to calculate the centrifugal deceleration threshold value through the braking deceleration and the road surface parameter. In another embodiment, when the vehicle 100 brakes during a turn, the at least one processor 50 may calculate the braking deceleration according to the behavior data as the second deceleration of the vehicle 100, so as to determine whether to activate the brake assist device 30 of the vehicle 100 through the braking deceleration and the braking deceleration threshold value.

[0053] In one embodiment, the behavior data may include at least one of an external force magnitude, an external force velocity value, and an external force frequency value. In this embodiment, the external force magnitude is a pedal force, the external force velocity value is a pedal velocity, and the external force frequency value is a pedaling frequency. In one embodiment, at least one processor 50 may obtain the pedal force and / or pedaling frequency through a sensing device (not shown in the figure) coupled to the brake receiving device 10. In this embodiment, the sensing device may be a hydraulic sensor or a pedal dynamometer. In one embodiment, at least one processor 50 may obtain the pedal velocity and / or pedaling frequency through a sensing device (not shown in the figure) coupled to the brake receiving device 10. In this embodiment, the sensing device may be a potentiometer or an optical ruler.

[0054] In one embodiment, at least one processor 50 can calculate a braking deceleration of the vehicle 100 in a traveling direction by at least one of the external force magnitude, the external force velocity value, and the external force frequency value. In one embodiment, at least one processor 50 can calculate the braking deceleration of the vehicle 100 during braking by the external force magnitude and the external force velocity value. In this embodiment, at least one processor 50 can calculate the braking deceleration Ab by using the pedal force Fs as the external force magnitude and the pedal velocity Vf as the external force velocity value according to the following formula:

[0055] Ab=[(0.8 / Fth)×Fs]×(Vf / Vs)

[0056] Among them, Fth can be a threshold value adjusted according to the type of vehicle 100, and Vs can be a standard speed adjusted according to the type of vehicle 100. For example: Fth of a general car can be set to 20kg and Vs can be set to 4 cm / s. In another embodiment, the calculation process of the braking deceleration Ab can be multiplied by an adjustment parameter less than or equal to 1 based on the pedaling frequency. If the pedaling received by the brake receiving device 10 is a one-time pedaling, the adjustment parameter can be 1. In other words, the braking deceleration Ab does not need to be additionally adjusted. If the pedaling received by the brake receiving device 10 is multiple intermittent pedalings, the adjustment parameter can be selected as an adjustment parameter less than 1 based on the pedaling frequency.

[0057] Since there is still a slight gap between the time when the brake receiving device 10 receives the pedaling and the time when the plurality of rotating devices 20 generate sufficient braking force, according to the above method, at least one processor 50 can directly determine the braking deceleration through the behavior data of the external force, without waiting until the actual deceleration behavior occurs to calculate the braking deceleration. In this way, the braking deceleration can be obtained earlier according to the current state of the vehicle 10, so as to facilitate an earlier assessment of whether to activate the brake adjustment device 30.

[0058] In one embodiment, Figure 3 The method described above can be used as at least one processor 50 to control the vehicle 100 to brake. Figure 2 The step S103 calculates the braking deceleration in the direction of travel through the behavior data as the first deceleration in the first direction. In another embodiment, Figure 3 The above method can also be used as the at least one processor 50 when the vehicle 100 brakes during a turn. Figure 2 The step S105 calculates the braking deceleration in the traveling direction through the behavior data to serve as the second deceleration in the second direction.

[0059] Further, in another embodiment, please refer to Figure 1 and Figure 4 , Figure 4 is a flowchart of a process executed by at least one processor 50 in the vehicle 100. When the plurality of instructions are executed by at least one processor 50, the at least one processor 50 performs the following processes:

[0060] Step S301, obtaining driving data of the vehicle 100 on the driving road;

[0061] Step S302, calculating a curvature radius of the vehicle 100 during turning according to a rotation data in the driving data; and

[0062] Step S303 , calculating the centrifugal acceleration of the vehicle 100 according to the curvature radius and a speed data in the driving data.

[0063] It can be understood that the driving data may include the multiple rotation speeds of the multiple rotating devices 20 and the travel speed of the vehicle 100. In one embodiment, at least one processor 50 obtains the multiple rotation speeds through multiple sensing devices (not shown in the figure) coupled to the multiple rotating devices 20. In this embodiment, the multiple sensing devices are wheel speed sensors to obtain the respective rotation speeds of the multiple rotating devices 20. In one embodiment, the travel speed may be a speed calculated from the multiple rotation speeds, or may be directly or indirectly obtained by other sensing devices.

[0064] In one embodiment, at least one processor 50 can determine whether the vehicle 100 is going straight, turning left, or turning right by using the multiple rotation speeds obtained. In this embodiment, when the multiple rotation speeds are equal, it is determined that the vehicle 100 is moving straight. In this embodiment, when the multiple rotation speeds of the multiple rotating devices 20 on the left are greater than the multiple rotation speeds of the multiple rotating devices 20 on the right, it is determined that the vehicle 100 is turning right. In this embodiment, when the multiple rotation speeds of the multiple rotating devices 20 on the left are less than the multiple rotation speeds of the multiple rotating devices 20 on the right, it is determined that the vehicle 100 is turning left.

[0065] Please refer to the combined Figure 1 , Figure 4 and Figure 5 , Figure 5 Schematic diagram of a vehicle 100 turning right on the driving road. The vehicle 100 has a right rear wheel 211 and a left rear wheel 212, wherein a wheelbase T is provided between the right rear wheel 211 and the left rear wheel 212. When the vehicle 100 turns along a travel direction D at an angular velocity ω, the right rear wheel 211 rotates at a first rotational speed V1 with a first radius of curvature R1, and the left rear wheel 212 rotates at a second rotational speed V2 with a second radius of curvature R2. In the present embodiment, the second radius of curvature R2 may be equal to R1+T. Since at least one processor 50 may obtain the first rotational speed V1 and the second rotational speed V2 through the driving data, and the wheelbase T of the vehicle 100 may be pre-stored in the storage device 40 for the at least one processor 50 to read at any time, the at least one processor 50 may calculate the first radius of curvature R1 and the second radius of curvature R2 according to the following formula:

[0066] →

[0067] In this embodiment, no matter the traveling direction D is forward or backward and the turning direction of the vehicle 100 is clockwise or counterclockwise, the calculation result of the first curvature radius R1 of the vehicle 100 when turning is V1 / ω.

[0068] In one embodiment, the at least one processor 50 may calculate the centrifugal acceleration Ay by using the first curvature radius R1 and the travel speed Vm of the vehicle 100 using the following formula:

[0069]

[0070] In one embodiment, Figure 4 The method described above can be used as at least one processor 50 when the vehicle 100 turns. Figure 2 The step S103 calculates the centrifugal acceleration in the centrifugal direction through the driving data as the first deceleration in the first direction. In another embodiment, Figure 4 The above method can also be used as the at least one processor 50 when the vehicle 100 turns during braking. Figure 2 The step S105 calculates the centrifugal acceleration in the centrifugal direction through the driving data to serve as the second deceleration in the second direction.

[0071] Further, in another embodiment, please refer to Figure 1 and Figure 6 , Figure 6 is a flowchart of a process executed by at least one processor 50 in the vehicle 100. When the plurality of instructions are executed by at least one processor 50, the at least one processor 50 performs the following processes:

[0072] Step S401, evaluating respective normal forces of a plurality of rotating devices on a driving road surface according to a first deceleration of the vehicle 100 in the first direction;

[0073] Step S402, evaluating a friction force of each of the plurality of rotating devices according to the plurality of normal forces and the road surface parameter; and

[0074] In step S403 , the deceleration threshold of the vehicle 100 in the second direction is evaluated according to the plurality of friction forces and the first deceleration.

[0075] In one embodiment, since the vehicle 100 may shift its center of gravity due to factors such as turning, braking, and slope during driving, the normal forces borne by each rotating device 20 may be different, and thus the friction forces borne by each rotating device 20 may also be different. In this embodiment, at least one processor 50 evaluates the deceleration threshold of each rotating device 20 of the vehicle 100 in the second direction based on the multiple friction forces and the first deceleration.

[0076] Please refer to the combined Figure 1 , Figure 6 and Figure 7 , Figure 7 1 is a side view of the vehicle 100 braking on the driving surface 700. The vehicle 100 has a rear wheel 21 and a front wheel 22, wherein there is a front-to-rear wheel distance Lw between the rear wheel 21 and the front wheel 22, and the rear wheel 21 receives a rear wheel normal force Nb from the driving surface 700, while the front wheel 22 receives a front wheel normal force Nf from the driving surface 700. The vehicle 100 has a mass center 110, and there is a center height H between the mass center 110 and the driving surface 700, and there is a rear wheel distance Lb between the rear wheel 21 and the mass center 110, and there is a front wheel distance Lf between the front wheel 22 and the mass center 110. The overall weight of the vehicle 100 is W, and the vehicle 100 has the braking deceleration Ax during the braking period, and the front wheel positive force Nf and the rear wheel positive force Nb will produce a center of gravity shift due to inertia, so that the front wheel positive force Nf and the rear wheel positive force Nb have a change in size. If the torque is calculated with the rear wheel 22 and the front wheel 21 as the origin, at least one processor 50 can calculate the rear wheel positive force Nb, the front wheel positive force Nf, the rear wheel friction force Frb and the front wheel friction force Frf according to the following formula, using a friction coefficient μ as the road surface parameter, the overall weight W, the braking deceleration Ax, the center height H, the front and rear wheel track Lw, the rear wheel spacing Lb and the front wheel spacing Lf:

[0077] →

[0078] In one embodiment, the vehicle 100 can brake during an uphill or downhill period. When the vehicle 100 is going uphill or downhill on a driving road surface 700 with a slope gradient θi, the vertical distance of the overall weight W at different origins during the moment calculation will be affected by the slope gradient θi, thereby causing the rear wheel normal force Nb and the front wheel normal force Nf to change. Therefore, if the vehicle 100 is traveling under different slope gradients θi, the influence of the slope gradient θi on the rear wheel friction force Frb and the front wheel friction force Frf must still be considered. In this embodiment, when the vehicle 100 brakes during an uphill period, the rear wheel normal force Nb will increase and the front wheel normal force Nf will decrease compared to braking on flat ground. In this embodiment, when the vehicle 100 brakes during a downhill period, the rear wheel normal force Nb will decrease and the front wheel normal force Nf will increase compared to braking on flat ground.

[0079] Please refer to the combined Figure 1 , Figure 6 and Figure 8 , Figure 8 1 is a side view schematic diagram of a vehicle 100 making a left turn on a driving road 700. The vehicle 100 has a left wheel 23 and a right wheel 24, wherein there is a left-right wheel distance Lt between the left wheel 23 and the right wheel 24, and the left wheel 23 receives a left wheel positive force Nl from the driving road 700, and the right wheel 24 receives a right wheel positive force Nr from the driving road 700. There is a center height H between the mass center 110 of the vehicle 100 and the driving road 700, and there is a left wheel distance Ll between the left wheel 23 and the mass center 110, and there is a right wheel distance Lr between the right wheel 22 and the mass center 110. The overall weight of the vehicle 100 is W, and the vehicle 100 will have the centrifugal acceleration Ay during the turning period, and the left wheel positive force Nl and the right wheel positive force Nr will produce a center of gravity shift due to inertia, so that the left wheel positive force Nl and the right wheel positive force Nr will have a change in size. If the torque is calculated with the left wheel 23 and the right wheel 24 as the origin, at least one processor 50 can calculate the left wheel normal force Nl, the right wheel normal force Nr, the left wheel friction force Frl, and the right wheel friction force Frr according to the following formulas through the friction coefficient μ, the overall weight W, the centrifugal acceleration Ay, the center height H, the left and right wheel tracks Lt, the left wheel spacing Ll, and the right wheel spacing Lr:

[0080] →

[0081] If the vehicle 100 makes a right turn on the road surface 700, the left wheel normal force Nl, the right wheel normal force Nr, the left wheel friction force Frl, and the right wheel friction force Frr can be calculated according to the following formula:

[0082] →

[0083] In one embodiment, the vehicle 100 can turn during an uphill or downhill trip. When the vehicle 100 is traveling on a road surface 700 with a side slope gradient θs, the vertical distances of the overall weight W at each origin during moment calculation will be affected by the side slope gradient θs, thereby causing the left wheel normal force Nl and the right wheel normal force Nr to change. Therefore, if the vehicle 100 is traveling at different side slope gradients θs, the effects of the side slope gradient θs and the inclination direction on the left wheel friction force Frl and the right wheel friction force Frr must still be considered. In this embodiment, the road surface 700 with the side slope gradient θs refers to the side slope gradient θs where there is a height difference between the left and right sides of the road surface 700 itself, resulting in a left-right inclination of the road surface itself.

[0084] In one embodiment, if the vehicle 100 is turning and braking at the same time, each rotating device 20 of the vehicle 100 will have different positive forces and different friction forces. In one embodiment, at least one processor 50 may first calculate the rear wheel positive force Nb and the front wheel positive force Nf according to the braking deceleration, and then calculate the left rear wheel positive force Nlb and the right rear wheel positive force Nrb according to the rear wheel positive force Nb and the centrifugal acceleration, and calculate the left front wheel positive force Nlf and the right front wheel positive force Nrf according to the front wheel positive force Nf and the centrifugal acceleration. In another embodiment, at least one processor 50 may first calculate the left wheel positive force Nl and the right wheel positive force Nr according to the centrifugal acceleration, and then calculate the positive forces of each rotating device 20 according to the left wheel positive force Nl and the right wheel positive force Nr and the braking deceleration. For example, when the vehicle brakes for a left turn, the normal force of each rotating device 20 can be obtained by the following formula:

[0085]

[0086]

[0087] When the vehicle brakes for a right turn, the positive force of each rotating device 20 can be obtained by the following formula:

[0088]

[0089]

[0090] In one embodiment, before at least one processor 50 calculates the deceleration threshold, at least one processor 50 needs to first determine the multiple friction forces of the multiple rotating devices 20. In this embodiment, if at least one processor 50 knows the braking deceleration but cannot determine the centrifugal acceleration, at least one processor 50 can calculate the multiple friction forces through the rear wheel positive force Nb and the front wheel positive force Nf. In this embodiment, if at least one processor 50 knows the centrifugal acceleration but cannot determine the braking deceleration, at least one processor 50 can calculate the multiple friction forces through the left wheel positive force Nl and the right wheel positive force Nr. In this embodiment, if at least one processor 50 knows the braking deceleration, although the centrifugal acceleration cannot be determined, but the centrifugal acceleration can be predicted by other devices, at least one processor 50 can calculate the positive forces in four directions respectively through the rear wheel positive force Nb and the front wheel positive force Nf, or through the braking deceleration and the predicted centrifugal acceleration, and calculate the multiple friction forces. In this embodiment, if at least one processor 50 knows the centrifugal acceleration, although the braking deceleration cannot be known, but the braking deceleration can be predicted by other devices, then at least one processor 50 can calculate the positive forces in four directions respectively through the right wheel positive force Nr and the left wheel positive force Nl, or through the centrifugal acceleration and the predicted braking deceleration, and calculate the multiple friction forces. In this embodiment, if at least one processor 50 knows the centrifugal acceleration and the braking deceleration, then at least one processor 50 can calculate the multiple friction forces through the right wheel positive force Nr and the left wheel positive force Nl, the rear wheel positive force Nb and the front wheel positive force Nf, or the four different positive forces in each direction.

[0091] In one embodiment, when the vehicle 100 is braking, the first deceleration in the first direction is the braking deceleration in the traveling direction, so at least one processor 50 can calculate a braking force through the overall weight W and the braking deceleration, and calculate the centrifugal deceleration threshold of each rotating device 20 in the second direction through the braking force, the multiple friction forces, and the characteristics that the first direction and the second direction are perpendicular to each other. In another embodiment, when the vehicle 100 is turning, the first first deceleration in the first direction is the centrifugal acceleration in the centrifugal direction, so at least one processor 50 can calculate a centrifugal force through the overall weight W and the centrifugal acceleration, and calculate the braking deceleration threshold of each rotating device 20 in the second direction through the centrifugal force, the multiple friction forces, and the characteristics that the first direction and the second direction are perpendicular to each other. In one embodiment, if at least one processor 50 knows the centrifugal acceleration and the braking deceleration, at least one processor 50 may set one of the ones to be changed to the second deceleration and the other to the first deceleration, and calculate the deceleration threshold value by the first deceleration, and use the deceleration threshold value as the object for subsequent comparison with the second deceleration. For example, when the vehicle 100 brakes during a turn, if the radius of curvature of the turn continues to decrease, the centrifugal acceleration continues to increase, and the braking deceleration can be used as the first deceleration to calculate the deceleration threshold value. If the braking deceleration continues to increase, the centrifugal acceleration can be used as the first deceleration to calculate the deceleration threshold value.

[0092] In one embodiment, since the rotating devices 20 at different positions have different positive forces during turning or braking, and have corresponding different friction forces, the rotating devices 20 at different positions have different deceleration thresholds. In this embodiment, if the multiple positive forces are larger, the corresponding multiple friction forces will also be larger. Therefore, at least one processor 50 can directly calculate the deceleration threshold with the minimum value of the multiple positive forces in the multiple rotating devices 20 to evaluate the deceleration threshold to reduce the number of comparisons with the second deceleration. For example: when the vehicle brakes, at least one processor 50 can directly calculate the deceleration threshold through the rear wheel positive force Nb. When the vehicle turns left, at least one processor 50 can directly calculate the deceleration threshold through the left wheel positive force Nl. When the vehicle brakes to the left, at least one processor 50 can calculate the deceleration threshold by comparing the left rear wheel positive force Nlb with the left front wheel positive force Nlf. When the vehicle brakes for a right turn, at least one processor 50 may calculate the deceleration threshold by comparing the right rear wheel normal force Nrb with the right front wheel normal force Nrf.

[0093] It can be understood that the calculation of the deceleration threshold value can be used as reference data for the vehicle 100 to brake or turn, and as a reference for whether the brake assist device 30 is activated.

[0094] In one embodiment, Figure 6 The method described above can be used as the at least one processor 50 when the vehicle 100 turns or brakes. Figure 2 The step S104 evaluates a deceleration threshold of the vehicle 100 in a second direction according to the road surface parameter and the first deceleration.

[0095] Further, in another embodiment, please refer to Figure 1 and Fig. 9 , Fig. 9 is a flowchart of a process executed by at least one processor 50 in the vehicle 100. When the plurality of instructions are executed by at least one processor 50, the at least one processor 50 performs the following processes:

[0096] Step S501, obtaining the second deceleration in the second direction;

[0097] Step S502, comparing the second deceleration with the deceleration threshold; and

[0098] Step S503 , determining whether to activate the brake assist device of the vehicle 100 according to a comparison result between the second deceleration and the deceleration threshold.

[0099] In one embodiment, when the vehicle 100 brakes during a turn, at least one processor 50 may Figure 3 In the manner described above, the braking deceleration of the vehicle 100 in the second direction is calculated based on the behavior data as the second deceleration. Figure 4 In the described method, the centrifugal acceleration of the vehicle 100 in the second direction is calculated as the second deceleration based on the driving data. In one embodiment, at least one processor 50 can be coupled to a positioning device (not shown in the figure) and obtain a map data, and generate an estimated path based on a positioning position of the vehicle 100 on the map data. When the vehicle 100 is braking, if at least one processor 50 determines that the vehicle 100 will enter a curve during braking based on the estimated path, then at least one processor 50 can determine the curvature radius of the curve based on the map data, and further predict the remaining travel speed of the vehicle 100 when entering the curve, so as to estimate the centrifugal acceleration as the second deceleration. In this embodiment, the method for estimating the centrifugal acceleration can also be used. Figure 6In step S403, the deceleration threshold value is used as a reference. In one embodiment, at least one processor 50 can be coupled to the positioning device and obtain the map data, and generate the estimated path according to the positioning position of the vehicle 100 on the map data, and obtain a road condition data according to the estimated path. When the vehicle 100 is turning, if at least one processor 50 determines that the vehicle 100 will brake during the turn according to the road condition data, then at least one processor 50 can predict the braking deceleration required by the vehicle 100 according to the road condition data as the second deceleration. For example: at least one processor 50 can know a congestion point on the estimated path through the road condition data, and predict the braking deceleration required by the vehicle 100 as the second deceleration through the congestion point, the current position of the vehicle 100, the current travel speed of the vehicle 100, and the estimated speed of other vehicles in the congestion point shown by the road condition data. In this embodiment, the method for estimating the braking deceleration can also be used. Figure 6 The step S403 is used as a reference for the deceleration threshold.

[0100] In one embodiment, the brake assist device 30 may include at least one of a brake warning device and a brake adjustment device. In this embodiment, the brake warning device is used to send a warning signal according to the deceleration threshold, and the brake adjustment device is used to adjust a braking behavior of the vehicle 100 according to the deceleration threshold.

[0101] In one embodiment, the brake warning device may be a warning bell or a warning light to provide a warning sound or a warning light signal. In one embodiment, the brake warning device may be a steering wheel vibrator to provide a warning vibration to the driver. In one embodiment, the brake warning device may be a display device to provide a warning signal to the driver.

[0102] In one embodiment, the brake adjustment device may be an electronically controlled brake system. In this embodiment, the electronically controlled brake system may be a brake assist system controlled by an electronic system such as an anti-lock braking system (ABS) or an electronic stability control (ESC).

[0103] In one embodiment, at least one processor 50 compares the second deceleration with the deceleration threshold. In this embodiment, if the second deceleration is greater than or equal to the deceleration threshold, the brake warning device may issue a high-level warning signal, and the brake adjustment device may be activated to adjust the braking behavior of the vehicle. In this embodiment, if the second deceleration is less than the deceleration threshold and the difference between the second deceleration and the deceleration threshold is less than or equal to the first preset difference value or the second preset difference value, the brake warning device may issue a normal warning signal, but the brake adjustment device may not be activated. In this embodiment, if the second deceleration is less than the deceleration threshold and the difference between the second deceleration and the deceleration threshold is greater than the first preset difference value or the second preset difference value, the brake warning device and the brake adjustment device may not be activated.

[0104] In one embodiment, at least one processor 50 may be coupled to a display device (not shown in the figure). In this embodiment, no matter what the comparison result between the second deceleration and the deceleration threshold is, at least one processor 50 may display the risk level of the current braking or turning through the display device.

[0105] In one embodiment, Fig. 9 The method described above can be used as the at least one processor 50 when the vehicle 100 turns or brakes. Figure 2 The step S105 determines whether to activate the brake assist device of the vehicle 100 according to the deceleration threshold.

[0106] It can be understood that through the above method, the vehicle can estimate at least one of the braking deceleration and the centrifugal acceleration in advance to calculate the deceleration threshold, and through comparison of the braking deceleration and one of the centrifugal acceleration with the deceleration threshold, early warning can be given, and even the brake assist device can be started in advance, so as to effectively control the brakes to avoid brake failure.

[0107] In summary, the present invention meets the requirements of invention patents, and a patent application is filed in accordance with the law. However, the above is only a preferred embodiment of the present invention, and any equivalent modification or change made by a person familiar with the art of the present invention according to the creative spirit of the present invention should be included in the scope of the following patent application.

[0108] Description of Reference Numerals

[0109] 100: Transportation

[0110] 10: Brake receiver

[0111] 20: Rotating device

[0112] 30: Brake assist device

[0113] 40: Storage Devices

[0114] 50: Processor

[0115] S101-S105: Steps

[0116] S201-S202: Steps

[0117] S301-S303: Steps

[0118] 211: Right rear wheel

[0119] 212: Left rear wheel

[0120] S401-S403: Steps

[0121] 110: Center of Mass

[0122] 21: Front wheel

[0123] 22: Rear wheel

[0124] 700: Driving surface

[0125] 23: Revolver

[0126] 24: Right wheel

[0127] S501-S503: Steps

Claims

1. A vehicle having a brake assist device, characterized in that: The transportation includes: a brake receiving device for receiving an external force to brake the vehicle; at least one processor; and a storage device, the storage device being coupled to the at least one processor and storing a plurality of instructions, which when executed by the at least one processor, causes the at least one processor to: Acquire driving data of the vehicle on a driving road and behavior data of the external force; Evaluating a road surface parameter of the driving road surface according to the driving data; Calculating a first deceleration of the vehicle in a first direction according to one of the driving data and the behavior data; Evaluating a deceleration threshold of the vehicle in a second direction according to the road surface parameter and the first deceleration, wherein the first direction is different from the second direction; and According to the deceleration threshold, it is determined whether to activate the brake assist device of the vehicle.

2. The vehicle according to claim 1, characterized in that: When the vehicle turns, the first deceleration of the vehicle is a centrifugal acceleration generated according to the driving data.

3. The vehicle according to claim 2, characterized in that: The plurality of instructions, when executed by the at least one processor, causes the at least one processor to: When the vehicle brakes during the turn, calculating a braking deceleration of the vehicle in the second direction according to the behavior data; as well as The deceleration threshold is compared with the braking deceleration to determine whether to activate the brake assist device of the vehicle, wherein the deceleration threshold is a braking deceleration threshold when the vehicle brakes during a turn.

4. The vehicle according to claim 2, characterized in that: The plurality of instructions, when executed by the at least one processor, causes the at least one processor to: Calculating a radius of curvature of the vehicle during turning according to a rotation data in the driving data, wherein the rotation data is a plurality of rotation parameters of a plurality of rotation devices of the vehicle; as well as The centrifugal acceleration of the vehicle is calculated according to the curvature radius and a speed data in the driving data, wherein the speed data is a driving speed of the vehicle.

5. The vehicle according to claim 1, characterized in that: When the vehicle brakes, the first deceleration of the vehicle is a braking deceleration generated according to the behavior data; and The deceleration threshold is a centrifugal deceleration threshold when the vehicle turns during braking.

6. The vehicle according to claim 5, characterized in that: The plurality of instructions, when executed by the at least one processor, causes the at least one processor to: When the vehicle turns during braking, calculating a centrifugal acceleration of the vehicle in the second direction according to the driving data; and The centrifugal deceleration threshold is compared with the centrifugal acceleration to determine whether to activate the brake assist device of the vehicle.

7. The vehicle according to claim 5, characterized in that: The plurality of instructions, when executed by the at least one processor, causes the at least one processor to: The braking deceleration of the vehicle during braking is calculated according to an external force magnitude and an external force speed value in the behavior data.

8. The vehicle according to claim 1, characterized in that: The brake assist device includes at least one of a brake warning device and a brake adjustment device; a brake warning device for issuing a warning signal according to the deceleration threshold; and A brake adjustment device is used to adjust a braking behavior of the vehicle according to the deceleration threshold.

9. A braking assistance method for a vehicle, characterized in that: include: Acquire driving data of the vehicle on a driving road and obtain behavior data of an external force applied to a brake receiving device of the vehicle; Evaluating a road surface parameter of the driving road surface according to the driving data; Calculating a first deceleration of the vehicle in a first direction according to one of the driving data and the behavior data; Evaluating a deceleration threshold of the vehicle in a second direction according to the road surface parameter and the first deceleration, wherein the first direction is different from the second direction; and According to the deceleration threshold, it is determined whether to activate a brake assist device of the vehicle.

10. The brake assist method according to claim 9, characterized in that: When the vehicle is turning, the first deceleration of the vehicle is a centrifugal acceleration generated according to the driving data, and the deceleration threshold is a braking deceleration threshold when the vehicle is braking during the turning; as well as When the vehicle brakes, the first deceleration of the vehicle is a braking deceleration generated according to the behavior data, and the deceleration threshold is a centrifugal deceleration threshold when the vehicle turns during braking.

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