Control method of vehicle braking, vehicle and computer readable storage medium

Abstract

The application discloses a control method of vehicle braking, a vehicle and a computer storage medium. The control method comprises the following steps: when it is detected that a driver steps on a brake pedal of the vehicle, determining a real-time brake stroke of the brake pedal; determining a real-time brake pressure corresponding to the real-time brake stroke according to a reference pedal sensitivity; correcting the real-time brake pressure based on a pre-acquired calibration pedal sensitivity; judging whether a current state of the vehicle meets a preset condition; if the preset condition is met, optimizing the corrected real-time brake pressure based on a preset brake multiple, and controlling vehicle braking based on the optimized real-time brake pressure; and if the preset condition is not met, controlling vehicle braking based on the corrected real-time brake pressure. According to the method, the real-time brake pressure is adjusted according to the calibration pedal sensitivity suitable for the driver and the preset condition met by the vehicle, so that the jerk feeling caused by vehicle braking under different road conditions can be reduced, and the user experience is improved.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicles, and particularly relates to a vehicle braking control method, a vehicle, and a computer readable storage medium. BACKGROUND

[0002] In the process of vehicle driving, when vehicle braking needs to be controlled, the driver can control the pedal force of stepping on the brake pedal according to the current braking intention, so as to generate a corresponding brake force to realize braking of the vehicle.

[0003] However, for different drivers, for example, for drivers of different genders, even if the braking intention is the same, the pedal force of stepping on the brake pedal is not the same. When the pedal sensitivity of the vehicle is not suitable for driving, the driver is prone to find it difficult to control the pedal force of stepping on the pedal, so that the air / liquid brake pressure of the brake generated based on the pedal force is also difficult to control, thereby causing the vehicle to have a jerk feeling in the braking process and reducing the user experience. SUMMARY

[0004] The present application provides a vehicle braking control method, a vehicle, and a computer readable storage medium, which adjusts the real-time brake pressure according to the calibrated pedal sensitivity suitable for the driver and the preset condition met by the vehicle, so as to reduce the jerk feeling caused by vehicle braking under different road conditions and improve the user experience.

[0005] In a first aspect, the present application provides a vehicle braking control method, comprising:

[0006] When it is detected that the driver steps on the brake pedal of the vehicle, determining a real-time brake stroke of the brake pedal;

[0007] determining a real-time brake pressure corresponding to the real-time brake stroke according to a reference pedal sensitivity;

[0008] correcting the real-time brake pressure based on a calibrated pedal sensitivity acquired in advance;

[0009] judging whether a current state of the vehicle meets a preset condition; if the preset condition is met, optimizing the corrected real-time brake pressure based on a preset brake multiple, and controlling vehicle braking based on the optimized real-time brake pressure; if the preset condition is not met, controlling vehicle braking based on the corrected real-time brake pressure.

[0010] In some embodiments of the present application, correcting the real-time brake pressure based on the calibrated pedal sensitivity acquired in advance comprises:

[0011] determining a maximum brake pressure compensation value according to the reference pedal sensitivity and the calibrated pedal sensitivity;

[0012] Determine a proportion of the real-time brake stroke in the reference brake stroke, the reference brake stroke being determined based on a reference pedal sensitivity;

[0013] Determine a real-time brake pressure compensation value based on the maximum brake pressure compensation value and the proportion;

[0014] Correct the real-time brake pressure based on the real-time brake pressure compensation value.

[0015] In some embodiments of the present application, the preset condition includes that the average vehicle speed of the vehicle in the first preset time period is less than a preset first vehicle speed, and the preset brake multiple is a first brake multiple, the first brake multiple being a positive integer greater than 1.

[0016] In some embodiments of the present application, the preset condition includes that the average vehicle speed of the vehicle in the first preset time period is greater than a preset second vehicle speed, and the preset brake multiple is a target second brake multiple; the target second brake multiple is a second brake multiple corresponding to a target brake stroke interval; the target brake stroke interval is a brake stroke interval to which the real-time brake stroke belongs in a preset brake stroke interval, different brake stroke intervals corresponding to different second brake multiples.

[0017] In some embodiments of the present application, the preset condition includes that the vehicle meets an emergency braking condition, and the preset brake multiple is a third brake multiple, the third brake multiple being a positive integer greater than 1.

[0018] In some embodiments of the present application, the vehicle being in the emergency braking condition includes:

[0019] The vehicle's brake automatic warning function and radar determine that there is a driving danger based on the vehicle's driving information and road conditions, and prompt the driver through a preset prompt mode; and,

[0020] The driving danger continues to exist in the second preset time period; and,

[0021] Detecting that the driver performs an emergency braking operation.

[0022] In some embodiments of the present application, the preset condition includes at least two sub-preset conditions;

[0023] If the preset condition is met, the corrected real-time brake pressure is optimized based on the preset brake multiple, including:

[0024] If at least two sub-preset conditions are met at the same time, the priority level of each sub-preset condition is determined;

[0025] The preset brake multiple corresponding to the sub-preset condition with the highest priority level is determined based on the priority level;

[0026] The corrected real-time brake pressure is optimized based on the preset brake multiple.

[0027] In some embodiments of the present application, the at least two preset sub-conditions include a first preset sub-condition and a second preset sub-condition, the first preset sub-condition includes that an average vehicle speed of the vehicle in a first preset time period is less than a preset first vehicle speed or the average vehicle speed of the vehicle in the first preset time period is greater than a preset second vehicle speed, and the second preset sub-condition includes that the vehicle is in an emergency braking working condition.

[0028] The priority level of the second preset sub-condition is higher than the priority level of the first preset sub-condition.

[0029] In a second aspect, the present application provides a vehicle, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the method according to the first aspect.

[0030] In a third aspect, the present application provides a computer readable storage medium, wherein the computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the steps of the method according to the first aspect.

[0031] In a fourth aspect, the present application provides a computer program product, wherein the computer program product comprises a computer program, and the computer program is executed by one or more processors to implement the steps of the method according to the first aspect.

[0032] The present application has the beneficial effects compared with the prior art: in the case that the driver steps on the brake pedal of the vehicle, it indicates that the driver has a braking intention for the vehicle. In order to reduce the jerk of the vehicle caused by the difference between the applicable pedal sensitivity and the pedal sensitivity provided by the vehicle in the process that the driver controls the vehicle according to the braking intention, the real-time braking pressure determined based on the pedal sensitivity provided by the vehicle can be corrected based on the pedal sensitivity applicable to the driver. In addition, the braking demand of the driver is different in some special road conditions. In order to protect the driving experience of the driver in the special road conditions, whether the vehicle is in the special road conditions is determined by setting preset conditions, and when the vehicle is in the special road conditions, the corrected real-time braking force can be optimized based on the braking multiplier corresponding to the special road conditions.

[0033] Specifically, a real-time brake stroke of the brake pedal can be determined first, and a real-time brake pressure corresponding to the real-time brake stroke can be determined based on a reference pedal sensitivity provided by the vehicle. After obtaining the real-time brake pressure, in order to make the real-time brake pressure consistent with the current driving intention of the driver, the real-time brake pressure can be corrected by a calibrated pedal sensitivity obtained in advance. The calibrated pedal sensitivity is obtained according to a calibration operation in which the driver steps on the brake pedal with a normal force, and is the pedal sensitivity suitable for the driver. Therefore, controlling the vehicle braking based on the corrected real-time brake pressure can reduce the jerk feeling of the vehicle during braking, so as to improve the user experience. In addition, when the current state of the vehicle meets a preset condition, it indicates that the vehicle is in a certain special road condition. In order to meet the braking demand of the driver in the special road condition, the corrected real-time brake pressure can be optimized based on a preset brake multiplier, and the vehicle braking is controlled according to the optimized real-time brake pressure.

[0034] It can be understood that the beneficial effects of the above-mentioned second aspect to the fourth aspect can be referred to the related description in the above-mentioned first aspect, which will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor.

[0036] Figure 1 is a flow diagram of the control method of the vehicle braking provided by the embodiments of the present application;

[0037] Figure 2 is a structural diagram of the control device of the vehicle braking provided by the embodiments of the present application;

[0038] Figure 3 is a structural diagram of the vehicle provided by the embodiments of the present application. DETAILED DESCRIPTION

[0039] In the following description, specific details such as specific system structures, techniques, etc. are presented in order to thoroughly understand the embodiments of the present application. However, it should be clear to those skilled in the art that the present application can also be implemented in other embodiments without these specific details. In other cases, detailed description of well-known systems, devices, circuits and methods is omitted to avoid unnecessary details that hinder the description of the present application.

[0040] In the related art, when the pedal sensitivity of the vehicle is different from the pedal sensitivity suitable for the driver, the driver is prone to have difficulty in controlling the stepping force of the stepping pedal, so that the air / fluid brake pressure of the brake generated based on the stepping force is also difficult to control, thereby causing the vehicle to have a jerk feeling during braking, and reducing the user experience.

[0041] To solve this problem, the present application provides a control method for vehicle braking, which corrects the real-time brake pressure based on the pedal sensitivity suitable for the driver, can reduce the jerk feeling of the vehicle during braking, and thereby improve the user experience. The control method proposed by the present application will be described below through specific embodiments.

[0042] The control method for vehicle braking provided by the embodiments of the present application can be applied to an intelligent vehicle, an electronic control unit (ECU) of the vehicle, or an electronic device that can send a control instruction to the vehicle or the electronic control unit. The electronic device can include a mobile phone, a tablet computer, a vehicle-mounted device, an augmented reality (AR) / virtual reality (VR) device, a notebook computer, an ultra-mobile personal computer (UMPC), a netbook, a personal digital assistant (PDA), etc., and the specific type of the electronic device is not limited in the embodiments of the present application.

[0043] To illustrate the technical solutions proposed by the present application, the vehicle will be taken as the execution subject to describe each embodiment.

[0044] Figure 1 A schematic flowchart of the control method for vehicle braking provided by the present application is shown, which includes:

[0045] Step 110, when it is detected that the driver steps on the brake pedal of the vehicle, determining the real-time brake stroke of the brake pedal.

[0046] Generally, when the driver has a braking intention for the vehicle, the driver can step on the brake pedal of the vehicle according to the braking intention, thereby achieving control of the braking of the vehicle. After the driver steps on the brake pedal according to different braking intentions, the movement amplitude of the brake pedal is different; that is, different braking intentions correspond to different pedal brake strokes of the brake pedal. Based on this, the vehicle can record the real-time brake stroke of the brake pedal when it is detected that the driver steps on the brake pedal, so as to accurately respond to the current braking intention of the driver.

[0047] Step 120, determining the real-time brake pressure corresponding to the real-time brake stroke according to the reference pedal sensitivity.

[0048] When the tire of the vehicle has good adhesion with the road surface, the linear relationship between the brake force received by the vehicle and the pedal force can be referred to as the brake pedal feel, which can also be referred to as "road feel". In a broad sense, the brake pedal feel, i.e. the pedal sensitivity, is the feeling of the driver for the softness / hardness of the brake pedal: if the brake pedal is too soft, it means that the pedal sensitivity is too high; if the brake pedal is too hard, it means that the pedal sensitivity is too low; if the brake pedal is moderately soft and hard, it means that the brake pedal sensitivity is appropriate, and the driver can accurately brake the vehicle according to the braking intention when he / she points to brake, lightly brakes and heavily brakes. Precise brake control is not prone to accidents, and there is no jerk during braking, and the driving experience is good.

[0049] As can be seen, the brake force is related to the pedal sensitivity. However, the brake force is also related to other influencing factors, such as the road surface and the tire. As the brake pedal is depressed, the brake of the vehicle will generate a response air / liquid brake pressure, and according to the air / liquid brake pressure and other influencing factors, a certain brake force can be generated to brake the vehicle. That is, the pedal sensitivity can directly affect the air / liquid brake pressure, and under the combined action of the air / liquid brake pressure and other factors, the corresponding brake force is generated. In this process, the controllable factor is the air / liquid brake pressure, and therefore the brake pressure involved in the embodiments of the present application refers to the air / liquid brake pressure.

[0050] In the related art, the pedal sensitivity provided by the vehicle is not adjustable, and only the driving needs of most people can be met. In order to distinguish from other pedal sensitivities, the pedal sensitivity can be recorded as the reference pedal sensitivity. Under this premise, after the real-time brake stroke is obtained, the reference pedal sensitivity can be used to determine the real-time brake pressure corresponding to the real-time brake stroke.

[0051] Step 130, correcting the real-time brake pressure based on the pre-acquired calibration pedal sensitivity.

[0052] Under different pedal sensitivities, the real-time brake pressure corresponding to the real-time brake stroke is different. When the pedal sensitivity suitable for the driver is different from the reference pedal sensitivity, the reference pedal sensitivity provided by the vehicle cannot be adjusted, and therefore it is difficult to meet the current braking needs of the driver. In this case, the driver is prone to have difficulty in controlling the depression force of the depressed pedal, so that the air / liquid brake pressure of the brake generated based on the depression force is also difficult to control, and thus the vehicle has a jerk feeling during braking, which reduces the user experience.

[0053] To solve the problem, the real-time brake pressure can be corrected. Specifically, the vehicle can pre-acquire a calibrated pedal sensitivity, which is a pedal sensitivity calibrated when the driver steps on the brake pedal with a normal force. The normal force can be understood as a force within the comfort range, which is not too easy or too difficult. Based on the calibrated pedal sensitivity, the real-time brake pressure is corrected, and a brake pressure with high accuracy can be obtained.

[0054] In some embodiments, the calibrated pedal sensitivity includes a calibrated brake stroke and a calibrated brake pressure corresponding to the calibrated brake stroke, the calibrated brake stroke being a maximum brake stroke that the driver can reach when stepping on the brake pedal with a normal force.

[0055] In some embodiments, the calibrated pedal sensitivity is determined by the following steps:

[0056] Step A1, after the vehicle is powered on, the caliper of the vehicle is controlled to be in a clamped state.

[0057] The vehicle is powered on and the caliper of the vehicle is in a clamped state, which is a basic requirement for calibrating the pedal sensitivity suitable for the driver, so that the driver can complete the calibration in a relatively safe scenario.

[0058] Step A2, after detecting an input calibration instruction, prompting the driver to step on the brake pedal with a normal force.

[0059] Under the condition that the basic requirement is met, the vehicle can detect whether a calibration instruction is received. The calibration instruction can be input in various ways, such as operating a corresponding function button in the touch panel and voice recognition triggering, etc. The operation includes but is not limited to touch screen operation, gesture operation in the detection area, mouse-based click operation, and eye movement-based operation, etc.

[0060] After detecting the calibration instruction, it indicates that the driver agrees to calibrate, and the corresponding calibration mode can be entered. It should be noted that the purpose of calibrating the pedal sensitivity suitable for the driver is to correct the real-time brake pressure determined by the driver based on the reference pedal sensitivity, so that the driver can achieve accurate braking of the vehicle as long as he steps on the brake pedal according to his own feeling without catering to the reference pedal sensitivity of the vehicle. Therefore, in the calibration mode, the driver only needs to be prompted to step on the brake pedal with a normal force.

[0061] Step A3, after detecting an end instruction, determining a calibrated brake stroke and a calibrated brake pressure.

[0062] After the driver steps on the brake pedal as prompted, if the corresponding calibration requirement is met, the driver can input an end instruction to complete the calibration; or the vehicle can also determine whether to end the calibration according to the corresponding calibration requirement, and trigger the end instruction after determining to end the calibration. After the calibration is ended, the calibration brake stroke and the calibration brake pressure can be determined.

[0063] The calibration requirement can be that the driver can step on the brake pedal to the maximum brake stroke with normal force, and maintain the maximum brake stroke within a specified time period. It can be considered that the driver can control the brake stroke of the brake pedal to fluctuate within the maximum brake stroke with normal force, and it will be laborious to control the pedal stroke of the brake pedal beyond the maximum brake stroke.

[0064] When the calibration requirement is met, the driver or the vehicle can trigger the end instruction to complete the calibration. At this time, the vehicle can determine the maximum brake stroke as the calibration brake stroke, and determine the brake pressure corresponding to the calibration brake stroke as the calibration brake pressure.

[0065] In some embodiments, it can be understood that for the same vehicle, if there are multiple drivers, each driver can calibrate the pedal sensitivity suitable for himself, so that the control method of the vehicle braking is more personalized and can meet the braking needs of different drivers. Of course, if the driver a thinks that the pedal sensitivity of the driver b is suitable for himself, then before driving, the driver a can determine the calibration pedal sensitivity suitable for the driver b as the calibration pedal sensitivity used to correct the real-time brake pressure in the current driving process.

[0066] In some embodiments, in order to make the braking method more intelligent, in addition to the driver can autonomously select the corresponding calibration pedal sensitivity, the vehicle can also directly determine the calibration pedal sensitivity according to the identity information of the current driver. However, it should be noted that when the calibration pedal sensitivity is directly determined based on the identity information of the driver, a prerequisite needs to be met; the prerequisite is that the current driver has calibrated the pedal sensitivity suitable for himself and has made corresponding storage, or has a use record of the calibrated pedal sensitivity. For the driver who has not calibrated the pedal sensitivity suitable for himself and has no use record of the calibrated pedal sensitivity, the default is to realize the braking of the vehicle based on the reference pedal sensitivity of the vehicle. In this way, it can be avoided that the set calibration pedal sensitivity is more unsuitable for the driver than the reference pedal sensitivity, and the safety of the control method of the vehicle braking can be improved.

[0067] Step 140, determining whether the current state of the vehicle meets the preset condition.

[0068] In general road conditions, the vehicle can be braked according to the corrected real-time brake pressure. However, in the process of driving, the road conditions are various and complex. In some special road conditions, if the corrected real-time brake pressure is still directly used for braking, the special requirements in the corresponding road conditions may not be met.

[0069] In order to meet the braking requirements in special road conditions, it can be determined whether the vehicle is in a special road condition. Since the state of the vehicle is different in different road conditions, a corresponding condition, denoted as a preset condition, can be set according to the state of the vehicle in the special road condition, for determining whether the vehicle is in a special road condition.

[0070] Specifically, the vehicle can compare the current state with the preset condition to determine whether the vehicle is in a special road condition, so as to subsequently optimize the corrected real-time brake pressure.

[0071] Step 150, if the preset condition is not met, the vehicle is braked based on the corrected real-time brake pressure.

[0072] If the state of the vehicle does not meet the preset condition, it indicates that the vehicle is not in a special road condition. In this case, the vehicle can directly control the vehicle braking through the corrected real-time brake pressure. It can be considered that the corrected real-time brake pressure is a brake pressure consistent with the current braking intention of the driver. Therefore, controlling the vehicle braking based on the corrected real-time brake pressure can reduce the influence of the difference between the calibrated pedal sensitivity and the reference pedal sensitivity, improve the accuracy and stability of subsequent vehicle braking, and thus improve the driving experience of the user.

[0073] Step 160, if the preset condition is met, the corrected real-time brake pressure is optimized based on a preset brake multiplier, and the vehicle is braked based on the optimized real-time brake pressure.

[0074] If the state of the vehicle meets the preset condition, it indicates that the vehicle is in a special road condition, and the current braking requirements cannot be met only according to the corrected real-time brake pressure. In order to guarantee the braking requirements in special road conditions, the corrected real-time brake pressure can be optimized according to the preset brake multiplier.

[0075] It can be considered that the optimized real-time brake pressure can not only be consistent with the current braking intention of the driver, but also be adapted to the current road condition of the vehicle, and can further improve the driving experience of the user in special road conditions.

[0076] The embodiment of the present application determines the real-time brake stroke of the brake pedal first after detecting the brake intention of the driver to the vehicle, and then determines the real-time brake pressure corresponding to the real-time brake stroke according to the reference pedal sensitivity of the vehicle. The real-time brake pressure is different under different pedal sensitivities, and if the pedal sensitivity suitable for the driver is different from the reference pedal sensitivity, the real-time brake pressure determined based on the reference pedal sensitivity will be too low or too high, and thus the current brake intention of the driver cannot be met based on the real-time brake pressure. In order to improve the accuracy of the real-time brake pressure, the vehicle can correct the real-time brake pressure by calibrating the reference pedal feeling, so that the corrected real-time brake pressure matches the current brake intention of the driver. In addition, considering that the brake demand of the driver under special road conditions is different from that under general road conditions, the current state of the vehicle and the preset condition are used to determine whether the vehicle is under special road conditions. If the vehicle is not under special road conditions, the vehicle can be accurately braked based on the corrected real-time brake pressure; but if it is under special road conditions, the corrected real-time brake pressure can be optimized based on the preset brake multiplier, so that the optimized real-time brake pressure meets the brake demand under the current road conditions, and the vehicle is braked based on the optimized real-time brake pressure, which can reduce the jerk feeling of the vehicle under different road conditions and improve the user experience.

[0077] In some embodiments, step 130 specifically includes:

[0078] Step 131, determining the maximum brake pressure compensation value according to the reference pedal sensitivity and the calibrated pedal sensitivity.

[0079] Step 132, determining the proportion of the real-time brake stroke in the reference brake stroke.

[0080] Step 133, determining the real-time brake pressure compensation value based on the maximum brake pressure compensation value and the proportion.

[0081] Step 134, correcting the real-time brake pressure based on the real-time brake pressure compensation value.

[0082] The reference pedal sensitivity includes a reference brake stroke and a reference brake pressure, wherein the reference brake stroke is the maximum brake stroke as a standard. That is, the reference brake stroke and the calibrated brake stroke are both maximum brake strokes, and in principle the brake pressures corresponding to the two brake strokes should be the same. However, in fact, they are not the same.

[0083] For example only, assume that the reference pedal sensitivity includes a reference brake stroke of 150 mm and a reference brake pressure of 150 bar; the calibrated pedal sensitivity suitable for the driver includes a calibrated brake stroke of 120 mm and a calibrated brake pressure of 110 bar. According to the above principle, 120 mm should also correspond to 150 bar, and only 110 bar is obtained by calibration at present, so there is a difference of 40 bar between the calibrated brake pressure and the theoretical brake pressure. Based on this, the 40 bar can be used as the maximum brake pressure compensation value for subsequent correction of the real-time brake pressure.

[0084] After determining the maximum brake pressure compensation value, linear compensation can be performed according to the brake stroke. First, the proportion of the real-time brake stroke in the reference brake stroke is determined; then the real-time brake pressure compensation value is determined according to the proportion and the maximum brake pressure compensation value; finally, the real-time brake pressure compensation value is directly added to the real-time brake pressure to obtain the corrected real-time brake pressure.

[0085] If a formula is used, the correction formula can be:

[0086] F' = F + AF * S 实时 / S 基准

[0087] F' is the corrected real-time brake pressure; F is the real-time brake pressure; AF is the maximum brake pressure compensation value; S 实时 is the real-time brake stroke, S 基准 is the reference brake stroke.

[0088] For example only, assume that S 基准 is 150 mm, the reference brake pressure is 150 bar, the calibrated brake stroke is 120 mm, the calibrated brake pressure is 110 bar, and AF is 40 bar; when S 实时 is 20 mm, F is determined to be 12 bar based on the reference pedal sensitivity, and then F' = 12 + 40 * 20 / 150 = 40 bar.

[0089] The special road conditions can include road conditions with a high density of vehicles and traffic jams (denoted as first road conditions). In the first road conditions, there is a demand for sudden stopping and slow walking, and if the corrected real-time brake pressure is directly used for braking, the vehicle cannot be quickly stopped, which is not conducive to driving safety.

[0090] In some embodiments, the preset condition determined based on the first road conditions can be that the average speed of the vehicle in a first preset time period is less than a preset first speed, and the preset brake multiple is a first brake multiple, which is a positive integer greater than 1.

[0091] In order to accurately identify the first road condition and meet the driving demand of emergency stop and slow driving, according to the current state and the preset condition, the vehicle can perform the following operations:

[0092] Step B1, detecting the average vehicle speed of the vehicle in the first preset time period.

[0093] The corresponding vehicle speed is different under different road conditions. In order to accurately reflect the current road condition of the vehicle through the vehicle speed, the average speed of the vehicle in the first preset time period can be detected, that is, the average speed is used to reflect the current road condition of the vehicle.

[0094] Step B2, if the average vehicle speed is less than the preset first vehicle speed, the corrected real-time brake pressure is optimized based on the preset first brake multiple.

[0095] Generally, for the first road condition, the vehicle speed of the vehicle in the first preset time period is low. Therefore, a lower speed can be set as the evaluation standard of the first road condition, which can be denoted as the first vehicle speed. The first vehicle speed can be an empirical value (obtained through investigation) or a simulation value obtained after modeling the first road condition.

[0096] The vehicle compares the average vehicle speed with the first vehicle speed to determine whether the vehicle is in the first road condition. If the average vehicle speed is less than the first vehicle speed, it means that the vehicle is in the first road condition, and the preset brake multiple can be used to optimize the corrected real-time brake pressure to meet the driving demand of emergency stop and slow driving. The brake multiple can be denoted as the first brake multiple, which is a positive integer greater than 1, for example, 2 or 3.

[0097] For example, assume that the first vehicle speed is 60 km / h and the current vehicle speed is 45 km / h. Obviously, the current vehicle is driving on the first road condition. The real-time brake pedal stroke is 10 mm, and after calculation in the foregoing steps 130-134, the corrected real-time brake pressure is determined to be 10 bar, and the first brake multiple is 3. In the first road condition, the corrected real-time brake pressure is optimized to 30 bar, which can meet the driving demand of emergency stop and slow driving on the first road condition.

[0098] In addition to the above-mentioned first road condition, the special road condition can also include a road condition with few vehicles and high-speed smooth driving (denoted as the second road condition). For example, on a highway, the vehicle speed of a general vehicle is high and not prone to congestion due to the speed limit on the highway; but because all vehicles have high speed, the distance between two vehicles is not too close or too far. Therefore, in the second road condition, it is necessary to meet the light braking requirement of high-speed driving and retain normal braking force.

[0099] In some embodiments, the preset condition determined based on the first road condition can be that the average vehicle speed of the vehicle in the first preset time period is greater than a preset second vehicle speed, and the preset brake multiple is a target second brake multiple; the target second brake multiple is a second brake multiple corresponding to a target brake stroke interval; the target brake stroke interval is a brake stroke interval to which the real-time brake stroke belongs in the preset brake stroke interval, and different brake stroke intervals correspond to different second brake multiples.

[0100] To accurately identify the second road condition and meet the driving demand of light braking and normal braking force reservation at high speed, according to the current state and the preset condition, the vehicle can perform the following operations:

[0101] Step C1, if the average vehicle speed is greater than the preset second vehicle speed, determine the target brake stroke interval to which the real-time brake stroke belongs from the preset brake stroke interval, and different brake stroke intervals correspond to different second brake multiples.

[0102] Step C2, optimize and correct the real-time brake pressure based on the second brake multiple corresponding to the target brake stroke interval.

[0103] Generally, for the second road condition, the vehicle speed of the vehicle in the first preset time period is relatively high. Therefore, a relatively high vehicle speed can be set as an evaluation standard for the second road condition, which can be denoted as a second vehicle speed. The vehicle compares the average vehicle speed with the second vehicle speed to determine whether the vehicle is in the second road condition. If the average vehicle speed is greater than the second vehicle speed, it indicates that the vehicle is in the second road condition. Like the first vehicle speed, the second vehicle speed can be an empirical value (obtained through investigation) or a simulation value obtained after modeling the first road condition.

[0104] To meet the driving demand of light braking and normal braking force reservation at high speed, the calibration brake pedal stroke can be divided into different brake stroke intervals, and the corresponding brake multiple can be set according to the characteristics of each brake stroke interval, that is, different brake stroke intervals can correspond to different brake multiples. In this way, multiple driving demands in the second road condition can be met at the same time. Based on this, in the second road condition, the vehicle can determine the target brake stroke interval of the real-time brake stroke; and then the optimized and corrected real-time brake pressure can be determined according to the second brake multiple corresponding to the target brake stroke interval.

[0105] For example, assume that the calibrated brake stroke is divided into two brake stroke intervals, i.e., a front half stroke and a rear half stroke. For the front half stroke, the driver does not press the brake pedal much, and it is more likely that the driver wants to brake lightly; therefore, for the front half stroke, a second brake multiplier of 0.5 can be set. For the rear half stroke, the driver presses the brake pedal much, and it is less likely that the driver wants to brake lightly, and it is more likely that the driver wants to brake normally; therefore, for the rear half stroke, the second brake multiplier can be set to 1.

[0106] Assume that the calibrated pedal stroke is 120 mm, and the front half stroke is within 60 mm, and the rear half stroke is from 60 mm to 120 mm. When the real-time brake pedal stroke is 10 mm, after the calculation in the foregoing steps 130-134, the corrected real-time brake pressure is determined to be 10 bar. When the real-time brake pedal stroke is 70 mm, after the calculation in the foregoing steps 130-134, the corrected real-time brake pressure is determined to be 50 bar. If the first vehicle speed is 80 km / h, and the current vehicle speed is 98 km / h, the vehicle can determine that the current driving condition is the second condition. In the second condition, when the real-time brake pedal stroke is 10 mm, the corrected real-time brake pressure is 5 bar after optimization, and it is obvious that the light braking requirement can be met. When the real-time brake pedal stroke is 70 mm, the corrected real-time brake pressure is 50 bar after optimization, and it is obvious that the normal braking requirement can be met.

[0107] In addition to the two conditions described above, the special condition can also include the case of emergency braking. In the case of emergency braking, the vehicle needs to be stopped in a short time.

[0108] In some embodiments, the preset condition determined based on the case of emergency braking can be that the vehicle meets the emergency braking condition, and the preset brake multiplier is a third brake multiplier, and the third brake multiplier is a positive integer greater than 1.

[0109] In order to realize the emergency braking of the vehicle, the vehicle can determine that the vehicle is in the emergency braking condition according to the current state, and optimize the corrected real-time brake pressure based on the third brake multiplier when the emergency braking condition is met.

[0110] In order to avoid the emergency braking being frequently started and affecting the driving experience, the emergency braking condition can be set to be more stringent. For example, the emergency braking condition can include three sub-conditions as follows.

[0111] Sub-condition 1: The Automatic Warning Brake (AWB) function and the radar of the vehicle determine that there is a driving danger according to the real-time vehicle speed of the vehicle and the distance between the vehicle and the front vehicle or the obstacle, and prompt the driver through a preset prompt mode; wherein the preset prompt mode can be to light up the corresponding indicator light, or to issue a prompt voice / alarm sound; for the vehicle integrated with a central control display screen, the preset prompt mode can also be to display a prompt mark in the central control display screen. Of course, the several preset prompt modes mentioned here can be combined at will to obtain a new prompt mode, and the specific implementation is not limited in the present application.

[0112] Sub-condition 2: In the second preset time period, the driving danger determined in sub-condition 1 continues to exist, and the radar pre-charges by requesting braking to reduce the caliper gap of the vehicle.

[0113] Sub-condition 3: The driver performs an emergency braking operation.

[0114] After determining the real-time brake stroke of the brake pedal, if the above three sub-conditions are met at the same time, it can be considered that the current situation requires emergency braking. In this case, the calibrated pedal sensitivity can be increased so that the vehicle can generate a larger brake pressure with a shorter real-time brake pedal stroke. That is, the corrected brake pressure can be optimized by a larger brake multiple, wherein the third brake multiple is greater than the second brake multiple, for example, 4 times. Based on the third brake multiple, the corrected brake pressure can be optimized, which can achieve the effect of halving the stroke pedal and doubling the brake pressure.

[0115] It can be understood that although the situation requiring emergency braking occurs, the emergency degree is low. As the real-time brake pedal stroke continues to increase, the emergency degree also increases. After the emergency degree increases, if only the brake strategy in the emergency braking condition is used, the corresponding brake demand may not be met.

[0116] In some embodiments, in order to meet the situation with a higher emergency degree, the real-time brake pedal stroke can be compared with a preset brake pedal stroke threshold. If the real-time brake pedal stroke is greater than the brake pedal stroke threshold, it indicates that the emergency degree of the current road condition is high, and in order to assist the driver to stop the vehicle urgently, the Autonomous Emergency Braking (AEB) system can be triggered to work to assist the driver to stop the vehicle urgently.

[0117] In some embodiments, in actual application scenarios, the situation requiring emergency braking may also occur simultaneously in the two road conditions described above. In order to cope with such complex road conditions, the preset condition can include at least two sub-preset conditions. When the vehicle simultaneously satisfies at least two sub-preset conditions, it means that the two braking requirements occur simultaneously. In order to be able to preferentially meet the more urgent braking requirement, the preset braking multiple can be determined according to the braking urgency corresponding to each sub-preset condition. That is, a priority level can be set for each sub-preset condition. The higher the priority level, the higher the braking urgency corresponding to the preset condition. Therefore, when the vehicle simultaneously satisfies at least two preset conditions, the preset braking multiple is the braking multiple corresponding to the preset condition with the highest priority level.

[0118] Correspondingly, optimizing the corrected real-time braking pressure based on the preset braking multiple can preferentially meet the braking requirement with higher urgency.

[0119] In some embodiments, the at least two sub-preset conditions include a first sub-preset condition and a second sub-preset condition. The first sub-preset condition includes that the average vehicle speed of the vehicle in a first preset time period is less than a preset first vehicle speed or the average vehicle speed of the vehicle in the first preset time period is greater than a preset second vehicle speed. The second sub-preset condition includes that the vehicle is in an emergency braking working condition.

[0120] As can be known from the foregoing embodiments, the road condition corresponding to the first sub-preset condition can be the first road condition (corresponding to the first braking multiple) or the second road condition (corresponding to the second braking multiple). In these two road conditions, the vehicle can also have a situation requiring emergency braking, that is, the vehicle can be in an emergency braking working condition (corresponding to the third braking multiple). Obviously, the braking urgency in the emergency braking working condition of the vehicle is higher than that in the first road condition and the second road condition. It can be inferred that the priority level of the second sub-preset condition is higher than that of the first sub-preset condition. The higher the braking urgency, the shorter the time required for the vehicle to implement braking. Therefore, it can also be inferred that the third braking multiple is greater than the first braking multiple and the second braking multiple.

[0121] When the vehicle simultaneously satisfies the first sub-preset condition and the second sub-preset condition, it means that in the first road condition, the situation requiring emergency braking occurs; or in the second road condition, the situation requiring emergency braking occurs. In this case, the third braking multiple corresponding to the second sub-preset condition with the higher priority level can be determined as the preset braking multiple, and the corrected real-time braking pressure is optimized based on the third braking multiple, so as to preferentially meet the braking requirement with higher urgency.

[0122] The specific condition in which the vehicle is in the emergency braking working condition is described in the foregoing embodiments and will not be described herein again.

[0123] In some embodiments, it is obvious that the above-mentioned cases are all braking when the real-time brake pedal stroke is within the calibrated brake pedal stroke. When the real-time brake pedal stroke exceeds the calibrated brake pedal stroke, it means that the driver wants the vehicle to stop as soon as possible; at this time, the vehicle can brake the vehicle according to the maximum real-time brake pressure.

[0124] In some embodiments, in addition to determining the conditions in the above-mentioned embodiments, the determination of the first road condition and the second road condition can also be combined with the map provided by the vehicle to enhance the accuracy of the determination of the road conditions.

[0125] For example only:

[0126] The determination condition of the first road condition is that according to the current position of the vehicle in the map, it is determined that the current road is congested, and the average speed of the vehicle in the first preset time period is less than the first speed.

[0127] The determination condition of the second road condition is that according to the current position of the vehicle in the map, it is determined that the current highway is smooth, and the average speed of the vehicle in the first preset time period is greater than the second speed.

[0128] In some embodiments, in order to facilitate the driver to use the vehicle braking control method provided by the present application, the different braking strategies mentioned above can be set as different braking modes.

[0129] For example, the braking strategy based on steps 110-130, step 150, and steps 131-134 can be set as one braking mode; the braking strategy based on steps 110-130, step 160, steps 131-134, step B1, and step B2 can be set as another braking mode; the braking strategy based on steps 110-130, step 160, steps 131-134, step C1, and step C2 can be set as another braking mode; the braking strategy based on steps 110-130, step 160, steps 131-134, and the emergency braking related braking strategy can be set as another braking mode.

[0130] In some embodiments, if different braking modes are set, each braking mode can be selected by the driver or automatically selected by the vehicle. When selected by the driver, various road conditions can be selected by the driver through a drop-down menu; the vehicle can also determine the appropriate braking mode and push it to the driver, and the driver can decide whether to enter the pushed braking mode.

[0131] The vehicle braking control method corresponding to the above-mentioned embodiments, Figure 2 The structure block diagram of the vehicle braking control device 2 provided by the embodiments of the present application is shown, and only the parts related to the embodiments of the present application are shown for ease of description.

[0132] Referring to Figure 2 The control device 2 of the vehicle brake comprises:

[0133] A first determination module 20 is configured to determine a real-time brake stroke of a brake pedal of the vehicle when it is detected that a driver steps on the brake pedal;

[0134] A second determination module 21 is configured to determine a real-time brake pressure corresponding to the real-time brake stroke according to a reference pedal sensitivity;

[0135] A correction module 22 is configured to correct the real-time brake pressure based on a pre-acquired calibration pedal sensitivity;

[0136] A control module 23 is configured to determine whether a current state of the vehicle meets a preset condition; if the preset condition is met, the corrected real-time brake pressure is optimized based on a preset brake multiple, and the vehicle brake is controlled based on the optimized real-time brake pressure; if the preset condition is not met, the vehicle brake is controlled based on the corrected real-time brake pressure.

[0137] Optionally, the correction module 22 can comprise:

[0138] A first determination unit is configured to determine a maximum brake pressure compensation value according to the reference pedal sensitivity and the calibration pedal sensitivity;

[0139] A second determination unit is configured to determine a proportion of the real-time brake stroke in a reference brake stroke, the reference brake stroke being determined based on the reference pedal sensitivity;

[0140] A third determination unit is configured to determine a real-time brake pressure compensation value based on the maximum brake pressure compensation value and the proportion;

[0141] A correction unit is configured to correct the real-time brake pressure based on the real-time brake pressure compensation value.

[0142] Optionally, the preset condition comprises at least two sub-preset conditions; the control module 23 can comprise:

[0143] A fourth determination unit is configured to determine a priority level of each sub-preset condition if the at least two sub-preset conditions are met simultaneously;

[0144] A fifth determination unit is configured to determine a preset brake multiple corresponding to a sub-preset condition with the highest priority level based on the priority level;

[0145] An optimization unit is configured to optimize the corrected real-time brake pressure based on the preset brake multiple.

[0146] It should be noted that the information interaction and execution process between the above devices / units, and the like, are based on the same concept as the method embodiments of the present application, and the specific functions and the brought technical effects can be referred to the method embodiments part, which will not be repeated here.

[0147] Figure 3 A structural schematic diagram of a vehicle is provided for an embodiment of the present application. As shown in the figure, the vehicle 3 of this embodiment includes at least one processor 30 (only one processor is shown in the figure), a memory 31, and a computer program 32 stored in the memory 31 and executable on the at least one processor 30, the processor 30 implements the steps in any of the above vehicle braking control method embodiments when executing the computer program 32, for example, the steps 110 to 160 shown in the figure. Figure 3 Figure 3 Figure 1

[0148] The processor 30 can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor.

[0149] The memory 31 can be an internal storage unit of the vehicle 3 in some embodiments, for example, a hard disk or a memory of the vehicle 3. The memory 31 can also be an external storage device of the vehicle 3 in other embodiments, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the vehicle 3.

[0150] Further, the memory 31 can include both the internal storage unit and the external storage device of the vehicle 3. The memory 31 is used to store operating devices, application programs, boot loaders, data, and other programs, for example, program codes of computer programs, etc. The memory 31 can also be used to temporarily store data that has been output or will be output.

[0151] ​​​Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above functional units and modules is taken as an example, and in actual application, the above functions can be completed by different functional units and modules according to needs, that is, the internal structure of the above device is divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or software functional unit. In addition, the specific names of the functional units and modules are only for easy distinction, and do not limit the protection scope of the application. The specific working process of the units and modules in the system can refer to the corresponding process in the foregoing method embodiments, which will not be described here.

[0152] The embodiments of the present application also provide a computer readable storage medium, which stores a computer program. The computer program is executed by a processor to implement the steps in the above method embodiments.

[0153] The embodiments of the present application provide a computer program product. When the computer program product is run on a mobile terminal, the mobile terminal is caused to implement the steps in the above method embodiments.

[0154] The integrated unit, if realized in the form of a software functional unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above embodiment methods, which can be completed by a computer program instructing related hardware. The above computer program can be stored in a computer readable storage medium. The computer program is executed by a processor to implement the steps in the above method embodiments. The computer program includes computer program code, which can be in the form of source code, object code, executable file or some intermediate form. The computer readable medium at least includes any entity or device capable of carrying the computer program code to the photographing device / electronic device, recording medium, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal and software distribution medium. For example, U disk, mobile hard disk, magnetic disk or optical disk, etc.

[0155] In the above embodiments, the description of each embodiment has its own emphasis, and the parts not described or recorded in detail in a certain embodiment can be referred to the related description of other embodiments.

[0156] Those skilled in the art can understand that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be realized by electronic hardware or a combination of computer software and electronic hardware. Whether the functions are realized in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0157] In the embodiments provided by the present application, it should be understood that the disclosed apparatus / network device and method can be implemented in other ways. For example, the apparatus / network device embodiments described above are merely schematic. The division of the above modules or units is merely a logical function division, and there can be another division manner in actual implementation. For example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections between the units can be indirect couplings or communication connections through some interfaces, devices or units, and can be electrical, mechanical or in other forms.

[0158] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, i.e. can be located in one place, or can be distributed on a plurality of network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiments.

[0159] The above embodiments are only used to illustrate but not limit the technical solutions of the present application; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalents; and such modifications or replacements do not make the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A control method of vehicle braking, characterized by, The method comprises the following steps: When it is detected that a driver steps on a brake pedal of a vehicle, determining a real-time brake stroke of the brake pedal; Determining a real-time brake pressure corresponding to the real-time brake stroke according to a reference pedal sensitivity; Correcting the real-time brake pressure based on a calibrated pedal sensitivity obtained in advance; Determining whether a current state of the vehicle meets a preset condition; If the preset condition is met, optimizing the corrected real-time brake pressure based on a preset brake multiplier, and controlling braking of the vehicle based on the optimized real-time brake pressure; if the preset condition is not met, controlling braking of the vehicle based on the corrected real-time brake pressure; The step of correcting the real-time brake pressure based on the calibrated pedal sensitivity obtained in advance comprises the following steps: Determining a maximum brake pressure compensation value according to the reference pedal sensitivity and the calibrated pedal sensitivity; Determining a proportion of the real-time brake stroke in a reference brake stroke, the reference brake stroke being determined based on the reference pedal sensitivity; Determining a real-time brake pressure compensation value based on the maximum brake pressure compensation value and the proportion; Correcting the real-time brake pressure based on the real-time brake pressure compensation value.

2. The control method according to claim 1, characterized by, The preset condition comprises: An average vehicle speed of the vehicle in a first preset time period is less than a preset first vehicle speed, the preset brake multiplier is a first brake multiplier, and the first brake multiplier is a positive integer greater than 1.

3. The control method according to claim 1, characterized by, The preset condition comprises: An average vehicle speed of the vehicle in a first preset time period is greater than a preset second vehicle speed, the preset brake multiplier is a target second brake multiplier, the target second brake multiplier is a second brake multiplier corresponding to a target brake stroke interval, the target brake stroke interval is a brake stroke interval to which the real-time brake stroke belongs in a preset brake stroke interval, and different brake stroke intervals correspond to different second brake multipliers.

4. The control method according to claim 1, characterized by, The preset condition comprises: The vehicle meets an emergency braking working condition, the preset brake multiplier is a third brake multiplier, and the third brake multiplier is a positive integer greater than 1.

5. The control method according to claim 4, characterized by, The vehicle being in an emergency braking working condition comprises: A brake automatic warning function and a radar of the vehicle determine that there is a driving danger based on driving information and road conditions of the vehicle, and prompt the driver through a preset prompt mode; and The driving danger continues to exist in a second preset time period; and An emergency braking operation of the driver is detected.

6. The control method according to claim 1, characterized by, The preset condition comprises at least two sub-preset conditions. If the preset condition is met, the step of optimizing the corrected real-time brake pressure based on the preset brake multiplier comprises the following steps: If at least two sub-preset conditions are met at the same time, a priority level of each sub-preset condition is determined; The preset brake multiplier corresponding to the sub-preset condition with the highest priority level is determined; The corrected real-time brake pressure is optimized based on the preset brake multiplier.

7. The control method according to claim 6, characterized by, The at least two preset sub-conditions include a first preset sub-condition and a second preset sub-condition, the first preset sub-condition includes that an average vehicle speed of the vehicle in a first preset time period is less than a preset first vehicle speed or the average vehicle speed of the vehicle in the first preset time period is greater than a preset second vehicle speed, and the second preset sub-condition includes that the vehicle is in an emergency braking working condition. A priority level of the second preset sub-condition is higher than a priority level of the first preset sub-condition.

8. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, The processor, when executing the computer program, implements the control method according to any one of claims 1 to 7.

9. A computer-readable storage medium storing a computer program, the computer program comprising instructions that, when executed by a computer, cause the computer to perform the method of any one of claims 1 to 8. The computer program, when executed by the processor, implements the control method according to any one of claims 1 to 7.

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