Vehicle stopping control method, computer device, storage medium and vehicle

Abstract

The present application relates to the technical field of vehicle control, and specifically provides a vehicle stop control method, computer equipment, a storage medium and a vehicle, aiming at solving the problem of longitudinal and pitching impact generated when effectively controlling vehicle stop. For this purpose, the method provided by the present application comprises: in response to the activation of a comfortable stop function, performing vehicle stop based on the comfortable stop function; wherein performing vehicle stop based on the comfortable stop function comprises: generating a dynamic control curve of brake pressure according to the road slope of the vehicle driving environment and the brake pressure obtained from the vehicle brake signal, and controlling the vehicle brake system to perform vehicle stop based on the dynamic control curve, so that the gradient of the brake pressure is less than a preset gradient threshold at least in the initial stage and the end stage of braking, and the brake pressure is gently reduced. Based on the above method, the longitudinal and pitching impact generated when the vehicle stops can be effectively controlled, and the driving comfort of the vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a vehicle stop control method, computer equipment, storage medium and vehicle. BACKGROUND

[0002] When a vehicle is controlled to stop at a large deceleration, the vehicle body is still subjected to a high inertial force and maintains a large function, and at the moment before stopping, the inertial force will generate a force input similar to a step signal to the vehicle vibration system, which will bring a large deceleration vibration and impact to the vehicle. In this process, the vehicle suspension system will be compressed or stretched under force and will produce a large pitch movement after being compressed or stretched under force, quickly absorbing part of the kinetic energy. Under the influence of deceleration impact and pitch movement, the bodies of the vehicle occupants will produce longitudinal and pitch impact, bringing strong discomfort to the occupants.

[0003] Correspondingly, there is a need in the art for a new technical solution to solve the above problems. SUMMARY

[0004] In order to overcome the above-mentioned defects, the present application is proposed to provide a vehicle stop control method, computer equipment, storage medium and vehicle which solve or at least partially solve the technical problem of how to effectively control the longitudinal and pitch impact generated when a vehicle stops, and improve the driving comfort of the vehicle.

[0005] In a first aspect, a vehicle stop control method is provided, the method comprising:

[0006] in response to activation of a comfortable stop function, performing vehicle stop based on the comfortable stop function;

[0007] wherein the performing vehicle stop based on the comfortable stop function comprises:

[0008] generating a dynamic control curve of brake pressure according to the road slope of the vehicle driving environment and the brake pressure obtained from the vehicle brake signal, and controlling the vehicle brake system to perform vehicle stop based on the dynamic control curve, so that the gradient of the brake pressure is less than a preset gradient threshold at least in the initial stage and the end stage of braking, and the brake pressure is gently reduced.

[0009] In one technical solution of the above-mentioned vehicle stop control method, the dynamic control curve comprises a vehicle deceleration target curve and a brake pressure target curve, and the step of "controlling the vehicle brake system to perform vehicle stop based on the dynamic control curve" specifically comprises:

[0010] controlling the vehicle brake system to perform inner loop closed-loop feedback control on the brake pressure based on the vehicle deceleration target curve, and

[0011] Outer loop closed loop feedback control is performed on the brake pressure based on the brake pressure target curve, so as to realize double closed loop feedback control on the brake pressure.

[0012] In one of the technical solutions of the vehicle stop control method, during the process of controlling the vehicle braking system to stop the vehicle based on the dynamic control curve, the method further comprises:

[0013] Based on the dynamic control curve and the road slope of the vehicle driving environment, the torque of the vehicle motor is controlled, and / or based on the dynamic control curve, the vehicle suspension system is controlled to reduce the vehicle pitch angle.

[0014] In one of the technical solutions of the vehicle stop control method, the step of "controlling the torque of the vehicle motor" specifically comprises:

[0015] When the road slope of the vehicle driving environment is close to zero, the negative torque control is performed on the vehicle motor based on the dynamic control curve to reduce the vehicle pitch angle.

[0016] And / or,

[0017] When the road slope of the vehicle driving environment is greater than zero and not close to zero, the compensation pressure is obtained according to the brake pressure compensation coefficient corresponding to the brake pressure and the slope.

[0018] According to the compensation pressure, the positive torque control is performed on the vehicle motor to eliminate the impact of the gravity component opposite to the driving direction of the vehicle on the vehicle stop.

[0019] In one of the technical solutions of the vehicle stop control method, the step of "performing negative torque control on the vehicle motor based on the dynamic control curve" specifically comprises:

[0020] According to the dynamic control curve, the brake pressure is distributed to the vehicle braking system and the vehicle motor.

[0021] According to the brake pressure distributed by the vehicle motor, the negative torque control is performed on the vehicle motor.

[0022] In one of the technical solutions of the vehicle stop control method, the dynamic control curve comprises a vehicle deceleration target curve and a brake pressure target curve, and the step of "distributing brake pressure to the vehicle braking system and the vehicle motor" comprises:

[0023] According to the vehicle deceleration target curve, the vehicle load transfer is obtained, and according to the vehicle load transfer, the load of the rear axle of the vehicle motor is obtained.

[0024] According to the friction coefficient of the vehicle driving environment and the load of the rear axle, the maximum brake pressure that can be borne by the rear axle is obtained.

[0025] According to the brake pressure target curve and the maximum brake pressure that the rear axle can bear, the brake pressure is distributed to the rear axle motor in the vehicle motor.

[0026] In one of the above technical solutions of the vehicle stop control method, the step of "controlling the vehicle suspension system based on the dynamic control curve" specifically includes:

[0027] Controlling the stiffness and / or damping of the vehicle suspension system based on the dynamic control curve to reduce the vehicle pitch angle.

[0028] In one of the above technical solutions of the vehicle stop control method, the dynamic control curve includes a vehicle deceleration target curve, and the step of "controlling the stiffness and / or damping of the vehicle suspension system based on the dynamic control curve" specifically includes:

[0029] According to the vehicle deceleration target curve, predicting the stiffness and / or damping of the vehicle suspension system;

[0030] According to the predicted stiffness and / or damping, and taking the rate of change of the vehicle pitch angle as zero as the control target, controlling the stiffness and / or damping of the vehicle suspension system.

[0031] In one of the above technical solutions of the vehicle stop control method, during the process of controlling the vehicle braking system to stop the vehicle based on the dynamic control curve, it further includes:

[0032] According to the first vehicle state, determining whether there is a vehicle parking safety risk;

[0033] If there is, directly controlling the vehicle braking system to stop the vehicle according to the vehicle braking signal, and no longer stopping the vehicle based on the dynamic control curve;

[0034] If there is not, after the vehicle is parked, controlling the vehicle braking system to stop the vehicle according to the vehicle braking signal.

[0035] In one of the above technical solutions of the vehicle stop control method, the step of "determining whether there is a vehicle parking safety risk according to the first vehicle state" specifically includes:

[0036] According to the vehicle speed and / or vehicle deceleration and / or driving direction and / or pedal stroke, determining whether there is a vehicle parking safety risk.

[0037] In one of the above technical solutions of the vehicle stop control method, the method further includes activating the comfortable stop function by the following way:

[0038] After receiving the vehicle braking signal and the second vehicle state meeting the preset activation condition, detecting whether the deviation between the actual vehicle speed and the preset activation vehicle speed is less than a set value in real time.

[0039] If so, activate the comfort braking function;

[0040] If not, the comfort braking function will not be activated;

[0041] Among them, the preset activation speed is the preset speed corresponding to the target deceleration, and the target deceleration is the deceleration of the vehicle at the time corresponding to the actual vehicle speed.

[0042] In one technical solution of the above-mentioned vehicle braking control method, the method further includes determining whether the state of the second vehicle meets the preset activation conditions by means of the following method:

[0043] Determine whether the vehicle's direction of motion, actual speed, lateral acceleration, longitudinal deceleration, and road surface slope of the vehicle's driving environment meet their respective activation conditions, and whether the vehicle's safety protection functions are not activated.

[0044] If so, the second vehicle's state is determined to meet the preset activation conditions;

[0045] If not, the second vehicle's state is determined not to meet the preset activation conditions.

[0046] In one technical solution of the above-mentioned vehicle braking control method, after the step of "braking the vehicle based on the comfort braking function", the method further includes:

[0047] Acquire the third vehicle status, braking strategy, and actual braking result when the vehicle is brought to a stop based on the comfort braking function;

[0048] The simulated vehicle is in an ideal state with unchanged physical characteristics. Under the ideal state, the braking strategy is adopted and the simulated vehicle is braked according to the third vehicle state to obtain the simulated braking result.

[0049] Determine whether there is a deviation between the actual braking result and the simulated braking result; if so, optimize the comfort braking function to eliminate the deviation.

[0050] The braking strategy includes at least a dynamic control curve of the braking pressure.

[0051] In a second aspect, a computer device is provided, comprising a processor and a storage device, the storage device being adapted to store a plurality of program codes, the program codes being adapted to be loaded and executed by the processor to perform the method described in any of the above-described technical solutions for vehicle braking control.

[0052] In a third aspect, a computer-readable storage medium is provided, wherein a plurality of program codes are stored in the computer-readable storage medium, and the program codes are adapted to be loaded and run by a processor to execute the method of any one of the technical solutions of the vehicle stop control method described above.

[0053] In a fourth aspect, a vehicle is provided, which comprises the computer device of the technical solution of the computer device described above.

[0054] Scheme 1. A vehicle stop control method, characterized in that the method comprises:

[0055] In response to the activation of the comfort stop function, performing vehicle stop based on the comfort stop function;

[0056] In the step of performing vehicle stop based on the comfort stop function, the method comprises:

[0057] According to the road slope of the vehicle driving environment and the brake pressure obtained from the vehicle brake signal, a dynamic control curve of the brake pressure is generated, and the vehicle brake system is controlled to perform vehicle stop based on the dynamic control curve, so that the gradient of the brake pressure is less than a preset gradient threshold value at least in the initial stage and the end stage of braking, and a gentle reduction is achieved.

[0058] Scheme 2. The vehicle stop control method according to scheme 1, characterized in that the dynamic control curve comprises a vehicle deceleration target curve and a brake pressure target curve, and the step of "controlling the vehicle brake system to perform vehicle stop based on the dynamic control curve" specifically comprises:

[0059] controlling the vehicle brake system to perform inner-loop closed-loop feedback control on the brake pressure based on the vehicle deceleration target curve, and

[0060] performing outer-loop closed-loop feedback control on the brake pressure based on the brake pressure target curve, to achieve double closed-loop feedback control on the brake pressure.

[0061] Scheme 3. The vehicle stop control method according to scheme 1, characterized in that, in the process of controlling the vehicle brake system to perform vehicle stop based on the dynamic control curve, the method further comprises:

[0062] controlling the torque of the vehicle motor based on the dynamic control curve and the road slope of the vehicle driving environment, and / or controlling the vehicle suspension system based on the dynamic control curve to reduce the pitch angle of the vehicle.

[0063] Scheme 4. The vehicle stop control method according to scheme 3, characterized in that the step of "controlling the torque of the vehicle motor" specifically comprises:

[0064] performing negative torque control on the motor of the vehicle based on the dynamic control curve, so as to reduce the pitch angle of the vehicle;

[0065] and / or,

[0066] when the road slope of the vehicle driving environment is greater than zero and not close to zero, obtaining a compensation pressure according to a brake pressure compensation coefficient corresponding to the slope and the brake pressure;

[0067] performing positive torque control on the motor of the vehicle according to the compensation pressure, so as to eliminate the impact of the gravity component opposite to the driving direction of the vehicle on the vehicle stop.

[0068] Scheme 5. The vehicle stop control method according to scheme 4, characterized in that the step of "performing negative torque control on the motor of the vehicle based on the dynamic control curve" specifically comprises:

[0069] distributing brake pressure to the vehicle brake system and the motor of the vehicle according to the dynamic control curve;

[0070] performing negative torque control on the motor of the vehicle according to the brake pressure distributed to the motor.

[0071] Scheme 6. The vehicle stop control method according to scheme 5, characterized in that the dynamic control curve comprises a vehicle deceleration target curve and a brake pressure target curve, and the step of "distributing brake pressure to the vehicle brake system and the motor of the vehicle" comprises:

[0072] obtaining vehicle load transfer according to the vehicle deceleration target curve, and obtaining the load of the rear axle of the motor of the vehicle according to the vehicle load transfer;

[0073] obtaining the maximum brake pressure that can be borne by the rear axle according to the friction coefficient of the vehicle driving environment and the load of the rear axle;

[0074] distributing brake pressure to the rear axle motor of the motor of the vehicle according to the brake pressure target curve and the maximum brake pressure that can be borne by the rear axle.

[0075] Scheme 7. The vehicle stop control method according to scheme 3, characterized in that the step of "controlling the vehicle suspension system based on the dynamic control curve" specifically comprises:

[0076] performing stiffness and / or damping control on the vehicle suspension system based on the dynamic control curve, so as to reduce the pitch angle of the vehicle.

[0077] Scheme 8. The vehicle stop control method according to scheme 7, characterized in that the dynamic control curve comprises a vehicle deceleration target curve, and the step of "performing stiffness and / or damping control on the vehicle suspension system based on the dynamic control curve" specifically comprises:

[0078] predicting the stiffness and / or damping of the vehicle suspension system according to the vehicle deceleration target curve;

[0079] controlling the stiffness and / or damping of the vehicle suspension system according to the predicted stiffness and / or damping, and taking the rate of change of the vehicle pitch angle as zero as a control target.

[0080] Scheme 9. The vehicle stop control method according to scheme 1, characterized in that, during the process of controlling the vehicle braking system to stop the vehicle according to the dynamic control curve, further comprising:

[0081] determining whether there is a vehicle parking safety risk according to the first vehicle state;

[0082] if there is, directly controlling the vehicle braking system to stop the vehicle according to the vehicle braking signal, and no longer stopping the vehicle according to the dynamic control curve;

[0083] if there is not, controlling the vehicle braking system to stop the vehicle according to the vehicle braking signal after the vehicle has stopped.

[0084] Scheme 10. The vehicle stop control method according to scheme 9, characterized in that, the step of determining whether there is a vehicle parking safety risk according to the first vehicle state specifically comprises:

[0085] determining whether there is a vehicle parking safety risk according to the vehicle speed and / or vehicle deceleration and / or driving direction and / or pedal stroke.

[0086] Scheme 11. The vehicle stop control method according to scheme 1, characterized in that, the method further comprises activating the comfortable stop function by the following way:

[0087] after receiving the vehicle braking signal and the second vehicle state meeting the preset activation condition, detecting whether the deviation between the actual vehicle speed and the preset activation vehicle speed is less than a set value in real time;

[0088] if yes, activating the comfortable stop function;

[0089] if no, not activating the comfortable stop function;

[0090] wherein, the preset activation vehicle speed is a preset vehicle speed corresponding to a target deceleration, and the target deceleration is the deceleration of the vehicle at the time corresponding to the actual vehicle speed.

[0091] Scheme 12. The vehicle stop control method according to scheme 11, characterized in that, the method further comprises determining whether the second vehicle state meets the preset activation condition by the following way:

[0092] determining whether the motion direction, the actual vehicle speed, the lateral acceleration, the longitudinal deceleration, and the road slope of the vehicle meet the corresponding activation conditions respectively, and whether the safety protection function of the vehicle is activated;

[0093] If yes, it is determined that the second vehicle state meets the preset activation condition.

[0094] If no, it is determined that the second vehicle state does not meet the preset activation condition.

[0095] Scheme 13. The vehicle stop control method according to scheme 1, characterized in that, after the step of "stopping the vehicle based on the comfort stop function", the method further comprises:

[0096] obtaining a third vehicle state, a stop strategy and an actual stop result when the vehicle is stopped based on the comfort stop function;

[0097] simulating that the vehicle is in an ideal state in which the physical characteristics do not change, simulating vehicle stopping in the ideal state according to the third vehicle state and the stop strategy to obtain a simulated stop result;

[0098] determining whether there is a deviation between the actual stop result and the simulated stop result; if there is, optimizing the comfort stop function to eliminate the deviation;

[0099] wherein the stop strategy at least includes a dynamic control curve of brake pressure.

[0100] Scheme 14. A computer device comprising a processor and a storage device, the storage device being adapted to store a plurality of program codes, characterized in that the program codes are adapted to be loaded and run by the processor to execute the vehicle stop control method according to any one of schemes 1 to 13.

[0101] Scheme 15. A computer readable storage medium, wherein a plurality of program codes are stored, characterized in that the program codes are adapted to be loaded and run by a processor to execute the vehicle stop control method according to any one of schemes 1 to 13.

[0102] Scheme 16. A vehicle, characterized in that the vehicle comprises the computer device according to scheme 14.

[0103] The above one or more technical solutions of the present application have at least one or more of the following beneficial effects:

[0104] In one technical solution of the vehicle stop control method provided by the present application, the vehicle can be stopped based on the comfort stop function in response to the activation of the comfort stop function, specifically including: generating a dynamic control curve of the brake pressure according to the road slope of the vehicle driving environment and the brake pressure obtained from the vehicle brake signal, and controlling the vehicle brake system to stop the vehicle based on the dynamic control curve, so that the gradient of the brake pressure is less than a preset gradient threshold at least in the initial stage and the end stage of braking, to achieve a gentle decrease. Since the gradient of the brake pressure is less than the preset gradient threshold, the vehicle occupants can hardly feel the change of the brake pressure at least in the initial stage and the end stage of braking, and the vehicle occupants will not feel strong longitudinal and pitching impact during the whole process of the gentle decrease of the brake pressure.

[0105] In another technical solution of the vehicle stop control method provided by the present application, the vehicle can also be stopped by the vehicle brake system assisted by the vehicle motor and / or the vehicle suspension system, to further reduce the longitudinal and pitching impact of the vehicle. Specifically, the torque of the vehicle motor is controlled based on the dynamic control curve and the road slope of the vehicle driving environment, and / or the vehicle suspension system is controlled based on the dynamic control curve to reduce the pitching angle of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0106] The disclosure of the present application will become more apparent with reference to the drawings. It is easy for those skilled in the art to understand that these drawings are only for illustrative purposes, and are not intended to limit the scope of protection of the present application. Among them:

[0107] Figure 1 is a main step flow diagram of the vehicle stop control method according to an embodiment of the present application;

[0108] Figure 2 is a curve diagram of the target brake pressure according to an embodiment of the present application;

[0109] Figure 3 is a schematic diagram of the double closed-loop control principle of deceleration and brake pressure according to an embodiment of the present application;

[0110] Figure 4 is a calibration curve diagram between the slope and the brake pressure compensation coefficient according to an embodiment of the present application;

[0111] Figure 5 is a calibration curve diagram between the activation speed and the deceleration according to an embodiment of the present application;

[0112] Figure 6 is a main step flow diagram of the comfort stop function activation method according to an embodiment of the present application;

[0113] Figure 7 is a main step flow diagram of a comfort stop function optimization method according to an embodiment of the present application;

[0114] Figure 8 is a main structure diagram of a computer device according to an embodiment of the present application. DETAILED DESCRIPTION

[0115] Some embodiments of the present application will be described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present application, and are not intended to limit the protection scope of the present application.

[0116] In the description of the present application, the "processor" can include hardware, software or a combination of both. The processor can be a central processor, a microprocessor, an image processor, a digital signal processor or any other suitable processor. The processor has data and / or signal processing functions. The processor can be implemented in software, hardware or a combination of both. The computer readable storage medium includes any suitable medium that can store program codes, such as a magnetic disk, a hard disk, an optical disk, a flash memory, a read-only memory, a random access memory, etc. The term "A and / or B" means all possible combinations of A and B, such as only A, only B or both A and B.

[0117] The related user personal information that may be involved in the embodiments of the present application is strictly in accordance with the requirements of laws and regulations, follows the principles of legality, legitimacy and necessity, is based on the reasonable purpose of business scenarios, and processes the personal information that is actively provided by the user in the process of using the product / service or generated due to the use of the product / service, and authorized by the user.

[0118] The user personal information processed by the applicant will vary depending on the specific product / service scenario, and should be based on the specific scenario of the user using the product / service. It may involve the user's account information, device information, driving information, vehicle information or other related information. The applicant will treat the user's personal information and its processing with a high degree of diligence and obligation.

[0119] The applicant attaches great importance to the security of user personal information and has taken security protection measures in accordance with industry standards, which are reasonable and feasible to protect the user's information and prevent unauthorized access, public disclosure, use, modification, damage or loss of personal information.

[0120] The embodiments of the vehicle stop control method provided by the present application will be described below.

[0121] In the embodiment of the present application, the vehicle stop control method can perform vehicle stop based on the comfort stop function in response to the activation of the comfort stop function to alleviate or eliminate the longitudinal and pitching impact generated when the vehicle stops, wherein the longitudinal direction is the length direction of the vehicle body. Specifically, the vehicle stop control can be performed by the following steps S101 to S102 shown in the embodiment of the present application. Figure 1

[0122] Step S101: generating a dynamic control curve of brake pressure according to the road slope of the vehicle driving environment and the brake pressure obtained from the vehicle brake signal.

[0123] In the embodiment, a conventional slope acquisition method in the vehicle technical field can be used to acquire the road slope of the vehicle driving environment, and the present application does not make specific limitations on the slope acquisition method, as long as the road slope of the vehicle driving environment can be acquired.

[0124] The vehicle brake signal can be a brake signal generated by the driver stepping on the brake pedal in the vehicle, or a brake signal automatically generated by the vehicle. For example, when the vehicle is in an automatic driving state and it is judged that braking is needed according to the surrounding obstacle situation, a brake signal can be automatically generated. However, no matter which type of brake signal, the brake pressure can be obtained according to the brake signal. In the embodiment, a conventional brake pressure acquisition method in the vehicle technical field can be used to obtain the brake pressure according to the brake signal, and the present application does not make specific limitations on the brake pressure acquisition method, as long as the brake pressure can be obtained according to the vehicle brake signal.

[0125] The dynamic control curve of brake pressure can at least include the brake pressure of each time in a plurality of continuous times of the vehicle. In order to distinguish the brake pressure obtained from the vehicle brake signal and the brake pressure of each time in the dynamic control curve, the brake pressure obtained from the vehicle brake signal is described as a requested brake pressure, and the brake pressure of each time in the dynamic control curve is described as a target brake pressure.

[0126] In the prior art, after the requested brake pressure is acquired, the vehicle is stopped according to this brake pressure all the time, which does not change, and thus it is easy to cause the vehicle to generate longitudinal and pitching impact, reducing the comfort of the vehicle passengers. However, in the embodiment of the present application, the target brake pressure is dynamically changed, and the dynamic change at least ensures that the gradient of the brake pressure in the initial and end stages of braking is less than a preset gradient threshold, achieving a gentle reduction of the brake pressure. Referring to FIG. 1, the curve ① corresponding to the time t1 to t2 exemplarily shows the change process of the target brake pressure. t1 and t2 are respectively the start and stop times of the vehicle stop based on the dynamic control curve. Figure 2 Figure 2 Figure 2 ​​​As shown, the gradient of the target brake pressure is small in the initial stage and the end stage of braking, and under the influence of this, the entire descending process of the target brake pressure (the stopping process of the vehicle) is also relatively gentle.

[0127] In some embodiments, the dynamic control curve can ensure that the gradient of the brake pressure in the entire braking process is less than the preset gradient threshold, and in other embodiments, the dynamic control curve can ensure that the gradient of the brake pressure in the initial stage, the end stage and the plurality of intermediate stages is less than the preset gradient threshold. The number, duration and spacing between different intermediate stages can be flexibly set according to actual needs, and the embodiments of the application are not specifically limited. For example, in order to avoid a too long stopping time, an intermediate period can be selected, and the duration of the period is less than a preset duration threshold.

[0128] It should be noted that the specific value of the preset gradient threshold can be flexibly set by those skilled in the art according to actual needs, for example, in some preferred embodiments, the preset gradient threshold is zero.

[0129] Step S102: controlling the vehicle braking system to stop the vehicle based on the dynamic control curve, so that the gradient of the brake pressure in at least the initial stage and the end stage of braking is less than the preset gradient threshold, and a gentle decrease is achieved.

[0130] The vehicle braking system is a braking system preset in the vehicle, which can brake the vehicle according to the received brake pressure, and the embodiments of the application do not specifically limit the vehicle braking system.

[0131] The gradient of the brake pressure being less than the preset gradient threshold indicates that the fluctuation of the brake pressure is small and the change is gentle, so that the vehicle driver and passenger will hardly feel the change of the brake pressure in this stage, and the vehicle will not produce longitudinal and pitching impact in this stage. In addition, as Figure 2 As shown, when the gradient of the brake pressure is less than the preset gradient threshold, the target brake pressure in the entire descending process also becomes relatively gentle, so that the vehicle driver and passenger will not feel strong longitudinal and pitching impact in the entire process, and the stopping feeling of the vehicle is significantly improved.

[0132] As can be seen, based on the method described in steps S101 to S102, the longitudinal and pitching impact generated when the vehicle stops can be effectively controlled, and the driving comfort of the vehicle is improved.

[0133] The above step S102 is further described below.

[0134] In some embodiments of the step S102, the dynamic control curve can include a vehicle deceleration target curve and a brake pressure target curve, the vehicle deceleration target curve can include a target deceleration of the vehicle at each time point in the continuous plurality of time points, and the brake pressure target curve can include a target brake pressure of the vehicle at each time point in the continuous plurality of time points. The deceleration is a rate of change of speed, and the calculation formula is a = -dV / dt. The deceleration is exactly opposite to the acceleration, and represents a case where the vehicle decelerates.

[0135] When the vehicle is stopped based on the dynamic control curve, the vehicle braking system can control the brake pressure based on the vehicle deceleration target curve for inner loop closed-loop feedback control, and control the brake pressure based on the brake pressure target curve for outer loop closed-loop feedback control, so as to achieve double closed-loop feedback control of the brake pressure.

[0136] Referring to the accompanying drawings Figure 3 In the outer loop closed-loop feedback control, a brake pressure deviation can be obtained according to the actual brake pressure and the target brake pressure of the vehicle. The deceleration compensation can be obtained by using the outer loop brake pressure controller to control the brake pressure deviation. In the inner loop closed-loop feedback control, a deceleration deviation can be obtained according to the actual deceleration, the deceleration compensation and the target deceleration of the vehicle. The brake pressure compensation can be obtained by using the inner loop deceleration controller to process the deceleration deviation. The vehicle is controlled based on the brake pressure compensation, and then the actual deceleration and the actual brake pressure of the vehicle can be detected and input into the inner loop and the outer loop closed-loop feedback control, respectively. It should be noted that in the present embodiment, the outer loop brake pressure controller and the inner loop deceleration controller can be constructed by using conventional controllers in the automatic control field, such as PID controllers, and the present embodiment is not limited in this regard.

[0137] Based on the double closed-loop feedback control, the actual brake pressure of the vehicle can be quickly and accurately controlled to reach and stabilize at the target brake pressure, and the braking reliability of the vehicle is effectively improved.

[0138] In some embodiments of the step S102, the vehicle braking system can also be assisted by the vehicle motor and / or the vehicle suspension system to stop the vehicle, further reducing the impact of the vehicle in the longitudinal direction and the pitch. Specifically, the torque of the vehicle motor can be controlled based on the dynamic control curve and the road slope of the vehicle driving environment, and / or the vehicle suspension system can be controlled based on the dynamic control curve to reduce the pitch angle of the vehicle.

[0139] The positive torque of the vehicle motor can drive the vehicle, and the negative torque of the vehicle motor can brake the vehicle. Therefore, the torque control of the vehicle motor, especially the negative torque control, can assist the vehicle braking system to brake the vehicle and reduce the pitch angle of the vehicle. The vehicle suspension system can ensure the stability of the vehicle. Therefore, the control of the vehicle suspension system can also assist the vehicle braking system to brake the vehicle and reduce the pitch angle of the vehicle.

[0140] Based on the above method, the capabilities of the vehicle braking system, the vehicle motor and the vehicle suspension system can be fully utilized to jointly realize the braking of the vehicle, and the effect of the comfortable braking function is further improved.

[0141] The control methods of the vehicle motor torque and the vehicle suspension system will be described below.

[0142] I. The control method of the vehicle motor torque is described.

[0143] In the embodiments of the present application, different methods can be used to control the torque of the vehicle motor according to different slope conditions of the vehicle driving environment.

[0144] 1. The road slope of the vehicle driving environment is close to zero

[0145] When the road slope of the vehicle driving environment is close to zero, it indicates that the vehicle is driving on a flat road. At this time, the negative torque control of the vehicle motor can be performed based on the dynamic control curve to reduce the pitch angle of the vehicle. The negative torque control of the vehicle motor can brake the vehicle, and the negative torque control based on the dynamic control curve can effectively reduce the pitch angle of the vehicle and avoid large longitudinal and pitch impact when the vehicle is braked.

[0146] In some embodiments, the negative torque control of the vehicle motor can be performed through the following steps 11 to 12. Step 11: According to the dynamic control curve, the braking pressure is distributed to the vehicle braking system and the vehicle motor. Step 12: According to the braking pressure distributed to the vehicle motor, the negative torque control of the vehicle motor is performed. As described in the foregoing embodiments, the dynamic control curve can at least include the target braking pressure of the vehicle at each time in a plurality of continuous times. For the target braking pressure at each time, a part of the target braking pressure can be distributed to the vehicle braking system, and another part can be distributed to the vehicle motor. The vehicle braking system brakes the vehicle according to the distributed braking pressure, and the vehicle motor performs negative torque control according to the distributed braking pressure to realize the braking of the vehicle. Based on the above method, the vehicle braking system and the vehicle motor can be effectively utilized to jointly realize the braking of the vehicle.

[0147] In some embodiments of the above step 11, the braking pressure can be distributed to the vehicle braking system and the vehicle motor through the following steps 111 to 113.

[0148] Step 111: obtaining vehicle load transfer according to the vehicle deceleration target curve, and obtaining the load of the rear axle of the vehicle motor according to the vehicle load transfer.

[0149] According to the description of the foregoing embodiments, the vehicle deceleration target curve can contain the target deceleration of the vehicle at each time in a plurality of continuous times, so the vehicle load transfer at each time can be obtained according to the target deceleration, and the load of the rear axle at each time can be obtained according to the vehicle load transfer. In this embodiment, a conventional vehicle load transfer obtaining method in the vehicle technical field can be used to obtain the vehicle load transfer according to the target deceleration, and a conventional motor load obtaining method can also be used to obtain the load of the rear axle according to the vehicle load transfer, and the present embodiment does not make specific limitations on the foregoing vehicle load transfer obtaining method and motor load obtaining method.

[0150] Step 112: obtaining the maximum braking pressure that can be borne by the rear axle according to the load of the rear axle. Specifically, the friction coefficient of the vehicle driving environment can be obtained, and the maximum braking pressure that can be borne by the rear axle can be obtained according to the product of the friction coefficient and the load of the rear axle. In addition, in order to prevent the situation that the vehicle slips and the like due to the large braking pressure borne by the rear axle, which cannot guarantee the normal operation of the comfortable braking and stopping function or the safe operation of the vehicle, a proportionality coefficient greater than zero and less than 1 can be preset, and the product of the proportionality coefficient and the maximum braking pressure can be taken as the final maximum braking pressure. In this embodiment, a conventional friction coefficient obtaining method in the vehicle technical field can be used to obtain the friction coefficient of the vehicle driving environment, and the present embodiment does not make specific limitations. Meanwhile, a person skilled in the art can flexibly set the value of the foregoing proportionality coefficient according to actual needs, for example, the proportionality coefficient can be 0.8, and the present embodiment also does not make specific limitations.

[0151] Step 113: distributing the braking pressure to the rear axle motor in the vehicle motor according to the braking pressure target curve and the maximum braking pressure that can be borne by the rear axle.

[0152] Specifically, in the case that the adhesion condition of the vehicle driving environment allows, as much braking pressure as possible is distributed to the rear axle motor. For example, the maximum braking pressure that can be borne by the rear axle can be distributed to the rear axle motor. For the braking pressure remaining after being distributed to the rear axle motor, all of the braking pressure can be distributed to the vehicle braking system, or part of the braking pressure can be distributed to the vehicle braking system and the other part can be distributed to the front axle motor, and the present embodiment does not make specific limitations.

[0153] Based on the method described in the foregoing steps 111 to 113, as much braking pressure as possible can be distributed to the rear axle motor in the case that the maximum braking pressure that can be borne by the rear axle is considered, so that the rear axle motor can achieve greater braking effect, and the vehicle can be more stable during driving and the vehicle pitch angle can be effectively reduced.

[0154] 2. The road surface slope of the vehicle driving environment is greater than zero and not close to zero

[0155] When the road surface slope of the vehicle driving environment is greater than zero and not close to zero, it indicates that the vehicle is climbing uphill, at this time, the compensation pressure can be obtained according to the brake pressure compensation coefficient corresponding to the brake pressure and the slope, and the positive torque control is performed on the vehicle motor according to the compensation pressure, so as to eliminate the impact of the gravity component opposite to the vehicle driving direction on the vehicle braking.

[0156] The gravity component opposite to the vehicle driving direction will affect the braking effect of the vehicle when controlling the vehicle to stop on the uphill. The greater the slope of the uphill, the greater the gravity component, and the greater the impact on the braking effect of the vehicle. In view of this problem, the embodiment of the present application can pre-set the corresponding relationship between the slope and the brake pressure compensation coefficient, obtain the brake pressure compensation coefficient corresponding to the current slope based on the corresponding relationship, and multiply the brake pressure and the brake pressure compensation coefficient to obtain the compensation pressure, and then perform positive torque control on the vehicle motor according to the compensation pressure, that is, drive the vehicle forward, so as to eliminate the impact of the gravity component opposite to the vehicle driving direction.

[0157] In the embodiment, a calibration curve between the slope and the brake pressure compensation coefficient can be established, and the corresponding relationship between the slope and the brake pressure compensation coefficient is represented by using the calibration curve, and the corresponding brake pressure compensation coefficient is obtained by using the calibration curve after the slope is obtained. For example, Figure 4 The calibration curve between the slope and the brake pressure compensation coefficient in the slope range of -15°-15° is exemplarily shown. In the embodiment, a table capable of querying the corresponding relationship between the slope and the brake pressure compensation coefficient can also be established, and the corresponding brake pressure compensation coefficient is obtained by using the table after the slope is obtained. The embodiment of the present application does not make specific limitation on the representation method of the corresponding relationship between the slope and the brake pressure compensation coefficient, as long as the corresponding relationship between the slope and the brake pressure compensation coefficient can be obtained.

[0158] II. Control method of vehicle suspension system

[0159] In the embodiment of the present application, the stiffness and / or damping control of the vehicle suspension system can be performed based on the dynamic control curve, so as to reduce the vehicle pitch angle. Specifically, the vehicle suspension system is a semi-active suspension system, and the stiffness or damping control of the vehicle suspension system can be performed.

[0160] By adjusting the stiffness and / or damping of the vehicle suspension system, the ability of the vehicle suspension system to alleviate the longitudinal and pitch impact force borne by the vehicle can be changed, and therefore, by performing the stiffness and / or damping control of the vehicle suspension system, the vehicle pitch angle can be effectively reduced.

[0161] In some embodiments, the stiffness and / or damping of the vehicle suspension system can be controlled through the following steps 21 to 22.

[0162] Step 21: predicting the stiffness and / or damping of the vehicle suspension system according to the target deceleration curve of the vehicle. As described in the foregoing embodiments, the target deceleration curve of the vehicle can contain the target deceleration of the vehicle at each time in a plurality of continuous times, which describes the future trend of the target deceleration. Different target decelerations result in different deceleration intensities, and the vehicle suffers different intensities of pitch impact. The greater the deceleration intensity, the greater the intensity of the pitch impact, and the greater the intensity of the impact that the vehicle suspension system needs to resist. Therefore, within the preset adjustable range of stiffness and / or damping, the stiffness and / or damping that can be used to resist the corresponding impact intensity can be predicted according to the target deceleration at each time.

[0163] Step 22: controlling the stiffness and / or damping of the vehicle suspension system according to the predicted stiffness and / or damping, and taking the rate of change of the pitch angle of the vehicle as zero as the control target.

[0164] Specifically, the control can be performed through the following steps 221 to 223.

[0165] Step 221: controlling the vehicle suspension system to operate according to the predicted stiffness and / or damping.

[0166] Step 222: detecting whether the rate of change of the pitch angle of the vehicle is zero; if yes, the stiffness and / or damping is not adjusted; if no, go to step 223.

[0167] Step 223: readjusting the predicted stiffness and / or damping, and then controlling the vehicle suspension system to operate according to the adjusted stiffness and / or damping, and then going to step 222.

[0168] Based on the method described in steps 221 to 223, the rate of change of the pitch angle of the vehicle can be taken as zero as the target, and the pitch impact caused by the rapid change of the pitch angle of the vehicle can be alleviated by iteratively controlling the stiffness and / or damping, thereby improving the comfort of the vehicle stop.

[0169] In some embodiments of the above step S102, in the process of controlling the vehicle braking system to stop the vehicle based on the dynamic control curve, it can also be judged whether there is a vehicle parking safety risk according to the first vehicle state; if yes, the vehicle braking system is directly controlled to stop the vehicle according to the vehicle braking signal, and the vehicle stop is no longer based on the dynamic control curve; if no, the vehicle braking system is controlled to stop the vehicle according to the vehicle braking signal after the vehicle is parked. For example, Figure 2As shown, the comfort stop function is in the active state at the time t1 to t3, the curve ① exemplarily shows the change process of the target brake pressure, and the curve ② exemplarily shows the change process of the brake pressure when the vehicle braking system is controlled to stop the vehicle according to the vehicle braking signal after the vehicle is parked, and the brake pressure gradually recovers from the target brake pressure at the time t2 to the requested brake pressure obtained from the vehicle braking signal.

[0170] The first vehicle state at least includes vehicle speed, deceleration, driving direction, pedal stroke and the like, and whether there is a vehicle parking safety risk can be determined according to the vehicle speed and / or vehicle deceleration and / or driving direction and / or pedal stroke.

[0171] Taking vehicle rolling as an example, the determination of the vehicle parking safety risk is described. For example, when the vehicle speed is greater than a specified value, the vehicle deceleration is usually relatively large, and if the vehicle deceleration is relatively small but the vehicle speed is greater than the specified value, it indicates that the vehicle has been parked but the speed is getting larger, the vehicle has a tendency to roll, and there is a risk of rolling. For another example, if the driving direction of the vehicle suddenly changes from forward to backward, it can be determined that there is a risk of rolling.

[0172] In this embodiment, the conditions of different vehicle parking safety risks can be flexibly set according to actual needs, and then it is determined whether the first vehicle state meets the corresponding conditions. If it is met, it is determined that there is a vehicle parking safety risk, and if it is not met, it is determined that there is not. The embodiment of the present application does not specifically limit the conditions of different vehicle parking safety risks and the types of the first vehicle state.

[0173] Based on the above-mentioned manner, it can be determined whether there is a vehicle parking safety risk in time and measures are taken during the process of stopping the vehicle based on the comfort stop function, so as to ensure the safety of the vehicle.

[0174] The activation method of the comfort stop function is described below.

[0175] In the vehicle stop control method embodiment according to the present application, the following steps S201 to S205 can be used to determine whether to activate the comfort stop function. Figure 6

[0176] Step S201: obtaining the second vehicle state after receiving the vehicle braking signal.

[0177] Step S202: determining whether the second vehicle state meets the preset activation condition; if it is met, it indicates that stopping the vehicle based on the comfort stop function at this time will not affect the safe driving of the vehicle, and therefore further determination can be made in step S203; otherwise, it indicates that it will affect the safe driving of the vehicle, and therefore it is directly determined that the second vehicle state does not meet the preset activation condition.

[0178] ​Step S203: Real-time detection of whether the deviation between the actual vehicle speed and the preset activation speed is less than a set value. The preset activation speed is the preset speed corresponding to the target deceleration, and the target deceleration is the deceleration of the vehicle at the time corresponding to the actual vehicle speed. Those skilled in the art can flexibly set the above-mentioned set value according to actual needs, and in some preferred embodiments, the set value is zero.

[0179] During vehicle braking, the vehicle has an actual speed and deceleration at each moment. The deceleration at the same moment as the actual speed is the target deceleration corresponding to that actual speed. After obtaining the target deceleration, the preset speed corresponding to the target deceleration is obtained as the preset activation speed based on the correspondence between the target deceleration and the preset speed. Then, the deviation between the actual speed and the preset activation speed is calculated. If the deviation is less than the set value, it indicates that braking control based on the comfort braking function can effectively control longitudinal and pitch impacts while ensuring the shortest possible braking time. That is, this is the optimal activation moment, so we can proceed to step S204 to activate the comfort braking function. Otherwise, it indicates that this is not the optimal activation moment, so we proceed to step S205.

[0180] In this embodiment, a calibration curve can be established between the target deceleration and the preset vehicle speed. This curve represents the correspondence between the target deceleration and the preset vehicle speed. After obtaining the target deceleration, the corresponding preset vehicle speed can be obtained using this curve. Figure 5 As shown, a1, a2, and a3 represent three target deceleration values. Using calibration curves, the preset vehicle speed v1 corresponding to deceleration a1, the preset vehicle speed v2 corresponding to deceleration a2, and the preset vehicle speed v3 corresponding to deceleration a3 can be obtained. In this embodiment, a table can also be created to query the correspondence between target decelerations and preset vehicle speeds. After obtaining the target decelerations, the corresponding preset vehicle speeds can be obtained using this table. This embodiment of the invention does not specifically limit the method of representing the correspondence between target decelerations and preset vehicle speeds, as long as the correspondence between target decelerations and preset vehicle speeds can be obtained.

[0181] Step S204: Activate the comfort braking function.

[0182] Step S205: Do not activate the comfort brake function.

[0183] Based on the methods described in steps S201 to S205 above, the comfort braking function can be activated at a time when the braking time is as short as possible and the longitudinal and pitch impacts are effectively controlled, so as to maximize the braking effect of the comfort braking function and vehicle driving safety. Figure 2 As shown, based on the status signals of the comfort braking function from time t1 to t3, it can be determined that the comfort braking function is activated during this period. Outside of this period, the comfort braking function is not activated.

[0184] The step S201 is further defined as follows.

[0185] In some embodiments of the step S201, whether the second vehicle state satisfies the preset activation condition can be determined in the following manner. Specifically, it is determined whether the motion direction, the actual vehicle speed, the lateral acceleration, the longitudinal deceleration, and the road slope of the vehicle driving environment satisfy the respective corresponding activation conditions, respectively, and whether the safety protection function of the vehicle is activated. If yes, it indicates that the vehicle stop based on the comfort stop function at this time will not affect the safe driving of the vehicle, and at the same time will have a higher comfort stop effect, so it can be determined that the second vehicle state satisfies the preset activation condition. Otherwise, it is determined that the second vehicle state does not satisfy the preset activation condition.

[0186] The safety protection function is a function of a threshold value in the vehicle for protecting the safety of the vehicle. For example, the safety protection function can be an Anti-lock Braking System (ABS) of the vehicle, and if the safety protection function is activated, the comfort stop function is not activated in order to avoid affecting the normal operation of the safety protection function. In this embodiment, the type of the safety protection function can be flexibly set according to actual needs, and the embodiment of the present application is not specifically limited.

[0187] The setting method of the respective corresponding activation conditions of the motion direction, the actual vehicle speed, the lateral acceleration, the longitudinal deceleration, and the road slope of the vehicle driving environment is described as follows.

[0188] In order to effectively control the impact of the vehicle in the longitudinal direction, it is necessary to monitor whether the motion direction of the vehicle is in the longitudinal direction. In order to avoid activating the comfort stop function when the lateral and longitudinal coupling is serious, it is necessary to monitor whether the lateral acceleration is relatively large (such as greater than a preset lateral acceleration). If it is relatively large, it indicates that the coupling is serious and the comfort stop function cannot be activated. If it is relatively small, it indicates that the comfort stop function can be activated. Therefore, the activation condition of the motion direction can be that the direction is longitudinal, and the activation condition of the lateral acceleration can be less than or equal to the preset lateral acceleration.

[0189] According to the size of the longitudinal deceleration, it can be determined whether the vehicle is in an emergency braking state. If the longitudinal deceleration is relatively large (such as greater than a preset longitudinal deceleration), it indicates that the vehicle is in an emergency braking state. In order to ensure the braking distance and improve the safety of the vehicle, the comfort stop function cannot be activated. Otherwise, the comfort stop function can be activated. Therefore, the activation condition of the longitudinal deceleration can be less than or equal to the preset longitudinal deceleration.

[0190] According to the actual vehicle speed, it can be determined whether the vehicle is in low-speed driving. If the actual vehicle speed is relatively low (for example, less than a preset vehicle speed threshold), it indicates that the vehicle is in low-speed driving. When the vehicle is in low-speed driving, the vehicle generally does not generate a large longitudinal and pitch impact when stopping, and therefore even if the comfort stop function is activated, it will not bring significant comfort stop effect. In order to save computing power, the comfort stop function does not need to be activated. Therefore, the activation condition of the actual vehicle speed can be greater than or equal to the preset vehicle speed threshold.

[0191] When the road slope of the vehicle driving environment is large, the time for stopping based on the comfort stop function can be relatively long, which cannot guarantee the safe braking distance, and is not conducive to safe driving of the vehicle. Therefore, the comfort stop function can be activated when the slope is less than a preset slope threshold, that is, the activation condition of the slope can be less than the preset slope threshold.

[0192] Further, in the vehicle stop control method embodiment according to the present application, after the vehicle is stopped based on the comfort stop function, the comfort stop function can be optimized by the following steps S301 to S304 shown in the figure. Figure 7

[0193] Step S301: Obtain the third vehicle state, stop strategy and actual stop result when the vehicle is stopped based on the comfort stop function.

[0194] The third vehicle state at least includes vehicle speed, deceleration, driving direction and hydraulic pressure of the vehicle braking system, etc. The stop strategy at least includes a dynamic control curve of the brake pressure. The actual stop result at least includes the impact amount of the vehicle deceleration when the vehicle stops, the vehicle pitch angle, etc.

[0195] Step S302: Simulate that the vehicle is in an ideal state in which the physical characteristics have not changed. In the ideal state, the vehicle stop is simulated according to the third vehicle state and using the stop strategy to obtain a simulated stop result.

[0196] With the use of the vehicle, the mechanical parts in the vehicle will wear or age, and the performance will also decrease. At this time, it can be considered that the physical characteristics of the vehicle have changed. For example, the braking performance of the mechanical braking parts in the vehicle braking system decreases. The physical characteristics not changing can be that the physical characteristics have not changed relative to the physical characteristics when the vehicle is completed and delivered from the factory, or that the physical characteristics have not changed after a preset time period after the vehicle is delivered from the factory. Those skilled in the art can flexibly set according to actual needs, and the embodiments of the present application are not limited specifically.

[0197] ​The simulation stopping result of the simulation vehicle stopping obtained by adopting the same stopping strategy and the same third vehicle state to simulate the vehicle stopping in the ideal state where the physical characteristics of the vehicle do not change can represent the stopping result of the vehicle stopping in the state where the physical characteristics of the vehicle do not change. In the embodiment of the present application, in order to relieve the calculation pressure, the third vehicle state, the stopping strategy and the actual stopping result obtained in step S301 can be sent to a remote server with higher calculation performance, and the simulation vehicle stopping is performed in the remote server.

[0198] Step S303: determining whether there is a deviation between the actual stopping result and the simulation stopping result; if there is a deviation, it indicates that the physical characteristics of the vehicle have changed, and if the comfort stopping function is not optimized, the original comfort stopping function can not guarantee the effect of the comfort stopping, and thus the step S304 is performed for optimization; otherwise, it indicates that the physical characteristics of the vehicle have not changed, and the comfort stopping function does not need to be optimized, and thus the step S305 is performed without optimization.

[0199] It should be noted that when the comfort stopping function is optimized, the comfort stopping function is not replaced by other functions, but the parameters of the comfort stopping function are optimized. For example, when the dynamic control curve of the braking pressure is generated according to the road slope of the vehicle running environment and the braking pressure obtained from the vehicle braking information, the generation of the dynamic control curve is still performed, but the parameters that can be used in the generation of the dynamic control curve are optimized. For example, if the braking performance of the mechanical braking component in the vehicle braking system is reduced, the generation parameters of the dynamic control curve need to be adjusted to ensure that the reduction of the braking performance of the mechanical braking component can be compensated when the vehicle is stopped based on the dynamic control curve, and a better stopping effect is still obtained.

[0200] Step S304: optimizing the comfort stopping function.

[0201] Step S305: not optimizing the comfort stopping function.

[0202] Based on the method described in steps S301 to S305, the comfort stopping function can be dynamically optimized to avoid the reduction of the stopping effect of the comfort stopping function due to the change of the physical characteristics of the vehicle.

[0203] It should be noted that although the steps are described in a specific order in the above embodiment, those skilled in the art can understand that, in order to achieve the effect of the present application, the steps do not have to be executed in such an order, and they can be executed simultaneously (in parallel) or in other orders, and the schemes after these adjustments belong to equivalent technical schemes with the technical schemes described in the present application, and thus they will also fall within the protection scope of the present application.

[0204] Those skilled in the art can understand that all or part of the processes in the method of the above-mentioned embodiment of the present application can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer readable storage medium, and the computer program can implement the steps of the above-mentioned method embodiments when executed by a processor. The computer program includes computer program code, which can be in the form of source code, object code, executable files or some intermediate forms. The computer readable storage medium can include any entity or device, medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory, random access memory, electrical carrier signal, telecommunication signal and software distribution medium, etc. that can carry the computer program code. It should be noted that the computer readable storage medium can include or exclude some contents according to the requirements of legislation and patent practice in different jurisdictions. For example, according to the legislation and patent practice in some jurisdictions, the computer readable storage medium does not include electrical carrier signals and telecommunication signals.

[0205] Further, the present application also provides a computer device.

[0206] Reference is made to the accompanying Figure 8 , Figure 8 is a schematic diagram of the main structure of an embodiment of a computer device according to the present application. As shown in Figure 8 , the computer device in the embodiment of the present application mainly includes a storage device and a processor. The storage device can be configured to store programs for executing the vehicle stop control method of the above-mentioned method embodiments. The processor can be configured to execute the programs in the storage device, which includes but is not limited to the programs for executing the vehicle stop control method of the above-mentioned method embodiments. For the convenience of description, only the parts related to the embodiments of the present application are shown, and the specific technical details not disclosed are referred to the method part of the embodiments of the present application.

[0207] In the embodiment of the present application, the computer device can be a control device formed by various electronic devices. In some possible implementations, the computer device can include multiple storage devices and multiple processors. The programs for executing the vehicle stop control method of the above-mentioned method embodiments can be divided into multiple sub-programs. Each sub-program can be loaded and run by a processor to execute different steps of the vehicle stop control method of the above-mentioned method embodiments. Specifically, each sub-program can be stored in a different storage device, and each processor can be configured to execute the programs in one or more storage devices to jointly implement the vehicle stop control method of the above-mentioned method embodiments. That is, each processor executes different steps of the vehicle stop control method of the above-mentioned method embodiments to jointly implement the vehicle stop control method of the above-mentioned method embodiments.

[0208] The plurality of processors can be processors deployed on the same device, for example, the computer device can be a high-performance device composed of a plurality of processors, and the plurality of processors can be processors configured on the high-performance device. In addition, the plurality of processors can also be processors deployed on different devices, for example, the computer device can be a server cluster, and the plurality of processors can be processors on different servers in the server cluster.

[0209] Further, the present application also provides a computer readable storage medium.

[0210] In an embodiment of the computer readable storage medium according to the present application, the computer readable storage medium can be configured to store a program for executing the vehicle stop control method of the above-mentioned method embodiment, which can be loaded and run by the processor to realize the above-mentioned vehicle stop control method. For the convenience of description, only the parts related to the embodiments of the present application are shown, and the specific technical details not disclosed are referred to the method part of the embodiments of the present application. The computer readable storage medium can be a storage device formed by various electronic devices, and optionally, the computer readable storage medium in the embodiments of the present application is a non-transitory computer readable storage medium.

[0211] Further, the present application also provides a vehicle.

[0212] In an embodiment of the vehicle according to the present application, the vehicle can include the computer device described in the above-mentioned computer device embodiment. In this embodiment, the vehicle can be an autonomous vehicle, an unmanned vehicle, etc. In addition, according to the type of power source, the vehicle in this embodiment can be a fuel vehicle, an electric vehicle, a hybrid vehicle using electric energy and fuel, or a vehicle using other new energy, etc.

[0213] So far, the technical solutions of the present application have been described in combination with one embodiment shown in the drawings, but those skilled in the art can easily understand that the protection scope of the present application is obviously not limited to these specific embodiments. Those skilled in the art can make equivalent changes or replacements to the related technical features without departing from the principles of the present application, and the technical solutions after the changes or replacements will fall within the protection scope of the present application.

Claims

1. A vehicle stop control method characterized by comprising: The method comprises: in response to the activation of the comfort stop function, performing vehicle stop based on the comfort stop function; wherein the performing vehicle stop based on the comfort stop function comprises: generating a dynamic control curve of brake pressure according to the road slope of the vehicle driving environment and the brake pressure obtained from the vehicle brake signal, and controlling the vehicle braking system to perform vehicle stop based on the dynamic control curve, so that the gradient of the brake pressure is less than a preset gradient threshold at least in the initial stage and the end stage of braking, to achieve a gentle reduction; The method further comprises activating the comfort stop function by the following means: after receiving the vehicle brake signal and the second vehicle state meets the preset activation condition, detecting whether the deviation between the actual vehicle speed and the preset activation speed is less than a set value in real time; if yes, the comfort stop function is activated; if no, the comfort stop function is not activated; The preset activation speed is a preset speed corresponding to the target deceleration, and the target deceleration is the deceleration of the vehicle at the time corresponding to the actual vehicle speed.

2. The vehicle stop control method according to claim 1, characterized by, The dynamic control curve comprises a vehicle deceleration target curve and a brake pressure target curve, and the step of "controlling the vehicle braking system to perform vehicle stop based on the dynamic control curve" specifically comprises: controlling the vehicle braking system to perform inner loop closed-loop feedback control on the brake pressure based on the vehicle deceleration target curve, and performing outer loop closed-loop feedback control on the brake pressure based on the brake pressure target curve to achieve double closed-loop feedback control on the brake pressure.

3. The vehicle stop control method according to claim 1, characterized by, In the process of controlling the vehicle braking system to perform vehicle stop based on the dynamic control curve, it further comprises: controlling the torque of the vehicle motor based on the dynamic control curve and the road slope of the vehicle driving environment, and / or controlling the vehicle suspension system based on the dynamic control curve to reduce the pitch angle of the vehicle.

4. The vehicle stop control method according to claim 3, characterized by The step of "controlling the torque of the vehicle motor" specifically comprises: when the road slope of the vehicle driving environment is close to zero, performing negative torque control on the vehicle motor based on the dynamic control curve to reduce the pitch angle of the vehicle; and / or, when the road slope of the vehicle driving environment is greater than zero and not close to zero, obtaining a compensation pressure according to a brake pressure compensation coefficient corresponding to the brake pressure and the slope; performing positive torque control on the vehicle motor according to the compensation pressure to eliminate the impact of the gravity component opposite to the driving direction of the vehicle on the vehicle stop.

5. The vehicle stop control method according to claim 4, characterized by The step of "performing negative torque control on the vehicle motor based on the dynamic control curve" specifically comprises: allocating brake pressure to the vehicle braking system and the vehicle motor according to the dynamic control curve; performing negative torque control on the vehicle motor according to the brake pressure allocated to the vehicle motor.

6. The vehicle stop control method according to claim 5, characterized by The dynamic control curve comprises a vehicle deceleration target curve and a brake pressure target curve, and the step of "allocating brake pressure to the vehicle braking system and the vehicle motor" comprises: obtaining vehicle load transfer according to the vehicle deceleration target curve, and obtaining the load of the rear axle of the vehicle motor according to the vehicle load transfer; obtaining the maximum brake pressure that can be borne by the rear axle according to the friction coefficient of the vehicle driving environment and the load of the rear axle; According to the brake pressure target curve and the maximum brake pressure that the rear axle can bear, the rear axle motor in the vehicle motor is allocated brake pressure.

7. The vehicle stop control method according to claim 3, characterized by The step of "controlling the vehicle suspension system based on the dynamic control curve" specifically comprises: Controlling the stiffness and / or damping of the vehicle suspension system based on the dynamic control curve to reduce the vehicle pitch angle.

8. The vehicle stop control method according to claim 7, characterized by, The dynamic control curve comprises a vehicle deceleration target curve, and the step of "controlling the stiffness and / or damping of the vehicle suspension system based on the dynamic control curve" specifically comprises: According to the vehicle deceleration target curve, predicting the stiffness and / or damping of the vehicle suspension system; According to the predicted stiffness and / or damping, and taking the rate of change of the vehicle pitch angle as zero as the control target, controlling the stiffness and / or damping of the vehicle suspension system.

9. The vehicle stop control method according to claim 1, characterized by, In the process of controlling the vehicle braking system to stop the vehicle based on the dynamic control curve, further comprising: According to the first vehicle state, judging whether there is a vehicle parking safety risk; If there is, directly controlling the vehicle braking system to stop the vehicle according to the vehicle braking signal, and no longer stopping the vehicle based on the dynamic control curve; If not, after the vehicle is parked, controlling the vehicle braking system to stop the vehicle according to the vehicle braking signal.

10. The vehicle stop control method according to claim 9, characterized by, The step of "judging whether there is a vehicle parking safety risk according to the first vehicle state" specifically comprises: According to the vehicle speed and / or vehicle deceleration and / or driving direction and / or pedal stroke, judging whether there is a vehicle parking safety risk.

11. The vehicle stop control method according to claim 1, characterized by, The method further comprises judging whether the second vehicle state meets the preset activation condition by the following way: Judging whether the motion direction, actual speed, lateral acceleration, longitudinal deceleration, and road slope of the vehicle's driving environment of the vehicle meet their respective corresponding activation conditions, and whether the vehicle's safety protection function is activated; If yes, it is determined that the second vehicle state meets the preset activation condition; If not, it is determined that the second vehicle state does not meet the preset activation condition.

12. The vehicle stop control method according to claim 1, characterized by, After the step of "stopping the vehicle based on the comfortable stop function", the method further comprises: Obtaining the third vehicle state, stop strategy, and actual stop result when the vehicle is stopped based on the comfortable stop function; Simulating the vehicle in an ideal state where the physical characteristics have not changed, simulating the vehicle stop in the ideal state using the stop strategy and according to the third vehicle state to obtain a simulated stop result; Judging whether there is a deviation between the actual stop result and the simulated stop result; if there is, optimizing the comfortable stop function to eliminate the deviation; The stop strategy at least comprises a dynamic control curve of brake pressure.

13. A computer device comprising a processor and a storage device, the storage device being adapted to store a plurality of program codes, characterized in that, The program code is adapted to be loaded and run by the processor to execute the vehicle stop control method of any one of claims 1-12.

14. A computer readable storage medium having stored therein a plurality of program codes, characterized in that, The program code is adapted to be loaded and run by the processor to execute the vehicle stop control method of any one of claims 1-12.

15. A vehicle characterized by comprising: The vehicle comprises the computer device of claim 13.

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