A synergistic braking device and method

Abstract

The application discloses a kind of collaborative brake device and method, the system includes: brake pedal is connected with first hydraulic module by push rod, first hydraulic module is connected with second hydraulic module by hydraulic cylinder connection module;Auxiliary brake module is connected with first hydraulic module;When user triggers brake pedal, push rod is pushed, to push the pressure liquid from the first hydraulic module to the second hydraulic module;Second hydraulic module is used to detect the pressure of pressure liquid, and pressure is output as brake force;Auxiliary brake module is used to determine auxiliary pressure according to brake force and brake master cylinder pressure, to push pressure liquid between first hydraulic module and second hydraulic module according to auxiliary pressure, to adjust brake force.The above technical solution, through collaborative brake device, brake force generated with driver can be complementary correction, realize individualized braking, solve the problem that brake force control is not reasonable when driver initiates braking, leading to brake force deficiency or excessive.

Description

Technical Field

[0001] The present invention relates to the field of automotive technology, and in particular to a cooperative braking device and method. Background Technology

[0002] To improve vehicle driving safety and protect people's lives and property, Advanced Driver Assistance Systems (ADAS) have received increasing attention from vehicle manufacturers and research institutions. Automatic emergency braking systems can use cameras / radar to detect target vehicles ahead and, based on the collected information on the vehicle's status and the target vehicle, brake when danger occurs to ensure safety.

[0003] However, current automatic emergency braking systems are not perfect and cannot provide personalized auxiliary braking for different types of drivers. When the driver's braking force is too great, there is often a lack of means to suppress the driver's excessive braking. Summary of the Invention

[0004] This invention provides a cooperative braking device and method. The cooperative braking device can complement and correct the braking force generated by the driver, realizing personalized braking and solving the problem of insufficient or excessive braking force caused by unreasonable control of braking force during driver active braking.

[0005] In a first aspect, embodiments of the present invention provide a cooperative braking device, comprising: a brake pedal and a push rod, a first hydraulic module, a second hydraulic module, a hydraulic cylinder connection module, and an auxiliary braking module; wherein the first hydraulic module includes pressurized fluid;

[0006] The brake pedal is connected to the first hydraulic module via the push rod, and the first hydraulic module is connected to the second hydraulic module via the hydraulic cylinder connection module; the auxiliary braking module is connected to the first hydraulic module.

[0007] When the user triggers the brake pedal, the push rod is pushed to force the pressurized fluid to flow from the first hydraulic module to the second hydraulic module; the second hydraulic module is used to detect the pressure of the pressurized fluid and output the pressure as braking force.

[0008] The auxiliary braking module is used to determine the auxiliary pressure based on the braking force and the brake master cylinder pressure, so as to push the pressure fluid to flow between the first hydraulic module and the second hydraulic module according to the auxiliary pressure, so as to adjust the braking force; wherein, the brake master cylinder pressure includes: aggressive brake master cylinder pressure or conservative brake master cylinder pressure.

[0009] Secondly, embodiments of the present invention provide a cooperative braking method, the method comprising:

[0010] Obtain the current brake master cylinder pressure of the vehicle; wherein, the brake master cylinder pressure includes: aggressive brake master cylinder pressure or conservative brake master cylinder pressure;

[0011] Obtain the braking force corresponding to when the user triggers the brake pedal;

[0012] The auxiliary pressure is determined based on the braking force and the brake master cylinder pressure.

[0013] The braking force is adjusted based on the auxiliary pressure.

[0014] Thirdly, embodiments of this disclosure also provide an electronic device, the electronic device comprising:

[0015] One or more processors;

[0016] Storage device for storing one or more programs.

[0017] When the one or more programs are executed by the one or more processors, the one or more processors implement the cooperative braking method provided in the embodiments of this disclosure.

[0018] Fourthly, embodiments of this disclosure also provide a storage medium containing computer-executable instructions, which, when executed by a computer processor, are used to implement the cooperative braking method provided in embodiments of this disclosure.

[0019] This invention discloses a cooperative braking device and method. The system includes: a brake pedal and a push rod, a first hydraulic module, a second hydraulic module, a hydraulic cylinder connection module, and an auxiliary braking module. The first hydraulic module contains pressurized fluid. The brake pedal is connected to the first hydraulic module via the push rod, and the first hydraulic module is connected to the second hydraulic module via the hydraulic cylinder connection module. The auxiliary braking module is connected to the first hydraulic module. When the user triggers the brake pedal, the push rod is pushed to drive the pressurized fluid from the first hydraulic module to the second hydraulic module. The second hydraulic module detects the pressure of the pressurized fluid and outputs the pressure as braking force. The auxiliary braking module determines an auxiliary pressure based on the braking force and the brake master cylinder pressure, and drives the pressurized fluid to circulate between the first and second hydraulic modules according to the auxiliary pressure to adjust the braking force. The brake master cylinder pressure includes either an aggressive brake master cylinder pressure or a conservative brake master cylinder pressure. This technical solution, through the cooperative braking device, can complement and correct the braking force generated by the driver, achieving personalized braking and solving the problem of insufficient or excessive braking force caused by unreasonable braking force control during driver-assisted braking. Attached Figure Description

[0020] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0021] Figure 1 A schematic diagram of a cooperative braking device provided in an embodiment of this disclosure;

[0022] Figure 2 This is a schematic diagram of the structure of a controller module in a cooperative braking device provided in an embodiment of this disclosure;

[0023] Figure 3 A structural example diagram of yet another cooperative braking device provided in an embodiment of this disclosure;

[0024] Figure 4 A flowchart illustrating a cooperative braking method provided in an embodiment of this disclosure;

[0025] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure. Detailed Implementation

[0026] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0027] It should be understood that the steps described in the method embodiments of this disclosure may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this disclosure is not limited in this respect.

[0028] The term "comprising" and its variations as used herein are open-ended inclusions, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Definitions of other terms will be given in the description below.

[0029] It should be noted that the concepts of "first" and "second" mentioned in this disclosure are used only to distinguish different devices, modules or units, and are not used to limit the order of functions performed by these devices, modules or units or their interdependencies.

[0030] It should be noted that the terms "a" and "a plurality of" used in this disclosure are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0031] The names of messages or information exchanged between multiple devices in the embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of such messages or information.

[0032] It is understood that before using the technical solutions disclosed in the various embodiments of this disclosure, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this disclosure in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained.

[0033] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose whether to provide personal information to the software or hardware, such as the electronic device, application, server, or storage medium performing the operations of this disclosed technical solution, based on the prompt message.

[0034] As an optional but non-limiting implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0035] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0036] It is understood that the data involved in this technical solution (including but not limited to the data itself, the acquisition or use of the data) shall comply with the requirements of relevant laws, regulations and related provisions.

[0037] Example 1

[0038] Figure 1 This is a schematic diagram of the structure of a cooperative braking device provided in an embodiment of this disclosure. Figure 1 This is a schematic diagram of a cooperative braking device provided in an embodiment of the present disclosure. The device 10 includes: a brake pedal and a push rod 101, a first hydraulic module 102, a second hydraulic module 104, a hydraulic cylinder connection module 103, and an auxiliary braking module 105. The brake pedal is connected to the first hydraulic module 102 via the push rod, and the first hydraulic module 102 is connected to the second hydraulic module 104 via the hydraulic cylinder connection module 103; the auxiliary braking module 105 is connected to the first hydraulic module 102.

[0039] When the user activates the brake pedal, a push rod is actuated to drive the pressurized fluid from the first hydraulic module 102 to the second hydraulic module 104. The second hydraulic module 104 detects the pressure of the pressurized fluid and outputs the pressure as braking force. The auxiliary braking module 105 determines an auxiliary pressure based on the braking force and the master cylinder pressure, and uses this auxiliary pressure to drive the pressurized fluid between the first hydraulic module 102 and the second hydraulic module 104 to adjust the braking force; wherein the master cylinder pressure includes either an aggressive master cylinder pressure or a conservative master cylinder pressure.

[0040] Specifically, the first hydraulic module 102 includes: pressurized fluid, a push plate, and a first hydraulic cylinder. The push plate is connected to a push rod, and the first hydraulic cylinder is used to hold the pressurized fluid. When the user triggers the brake pedal, the push rod is pushed, and the push rod pushes the baffle to move in the first hydraulic cylinder, so as to push the pressurized fluid from the first hydraulic module 102 to the second hydraulic module 104;

[0041] The second hydraulic module 104 is used to detect the pressure of the hydraulic fluid and output the pressure as a braking force. The second hydraulic module 104 includes a pressure sensor, a passive plate, an output rod, and a second hydraulic cylinder;

[0042] Specifically, the pressure sensor is used to measure the internal pressure of the second hydraulic cylinder, the passive plate is connected to the output rod, and the second hydraulic cylinder is used to hold the pressurized fluid; the passive plate moves with the flow of the pressurized fluid, and the output rod is used to output the internal pressure as braking force.

[0043] The hydraulic cylinder connection module 103 includes a return pipe, an outlet pipe, a first electrically controlled check valve, and a second electrically controlled check valve. The two ends of the outlet pipe are connected to one side of the first hydraulic cylinder and one side of the second hydraulic cylinder, respectively. The two ends of the return pipe are connected to one side of the first hydraulic cylinder and one side of the second hydraulic cylinder, respectively. The outlet pipe is equipped with a first electrically controlled check valve, and the return pipe is equipped with a second electrically controlled check valve.

[0044] The hydraulic cylinder connection module 103 is used to connect the first hydraulic module 102 and the second hydraulic module 104, so that the pressure fluid can flow between the first hydraulic module 102 and the second hydraulic module 104 through the hydraulic cylinder connection module 103.

[0045] When the first electrically controlled check valve opens, pressurized fluid flows from the first hydraulic cylinder to the second hydraulic cylinder through the outlet pipe; when the second electrically controlled check valve opens, pressurized fluid flows from the second hydraulic cylinder to the first hydraulic cylinder through the return pipe. Both the first and second electrically controlled check valves are single-acting control valves.

[0046] The auxiliary braking module 105 includes an auxiliary crossbar, a crossbar pushing unit, a rotating shaft, and a motor. One end of the auxiliary crossbar is fixedly connected to one end of the push plate in the first hydraulic cylinder module, and the other end is connected to the crossbar pushing unit. The crossbar pushing unit is fixedly connected to the top of the rotating shaft, which is located on top of the motor.

[0047] The crossbar pushing unit may include a long rack and a cylindrical gear. One end of the auxiliary crossbar is fixed with the long rack in the crossbar pushing unit. The long rack meshes with the cylindrical gear, and the bottom of the cylindrical gear is fixedly connected to the top of the rotating shaft.

[0048] The auxiliary braking module 105 is used to determine the auxiliary pressure based on the braking force and the pressure of the master cylinder, so as to push the pressure fluid to flow between the first hydraulic module 102 and the second hydraulic module 104 according to the auxiliary pressure, so as to adjust the braking force.

[0049] The brake master cylinder pressure includes either an aggressive or conservative braking master cylinder pressure. The brake master cylinder pressure can be pre-selected as either aggressive or conservative based on user habits. The aggressive braking master cylinder pressure is determined by the aggressive braking coefficient, the displacement distance to the preceding vehicle, and the relative speed; the conservative braking master cylinder pressure is determined by the conservative braking coefficient, the displacement distance to the preceding vehicle, and the relative speed to the preceding vehicle. The formula for calculating the brake master cylinder pressure is as follows:

[0050]

[0051] Among them, P m The braking master cylinder pressure is given by k1 and k2, which are the braking coefficients. Δv is the relative speed of the vehicle in front, and X is the braking coefficient. l Distance relative to the vehicle in front. The braking coefficient can be either aggressive or conservative. If an aggressive braking coefficient is selected, the aggressive braking master cylinder pressure is calculated using a formula; if a conservative braking coefficient is selected, the conservative braking master cylinder pressure is calculated using a formula.

[0052] The auxiliary pressure can be determined based on the difference between the braking force and the master cylinder pressure. If the braking force is greater than the master cylinder pressure, the braking force is too high, and the auxiliary pressure is needed to reduce it. If the braking force is less than the master cylinder pressure, the braking force is too low, and the auxiliary pressure is needed to increase it. The auxiliary pressure, by increasing or decreasing the braking force, drives the pressurized fluid to flow between the first hydraulic module 102 and the second hydraulic module 104 to adjust the braking force. If the auxiliary pressure increases the braking force, the pressurized fluid flows from the first hydraulic module 102 to the second hydraulic module 104. If the auxiliary pressure decreases the braking force, the pressurized fluid flows back from the second hydraulic module 104 to the first hydraulic module 102.

[0053] Figure 2 This is a schematic diagram of the controller module in a cooperative braking device provided in an embodiment of the present disclosure. The cooperative braking device 10 also includes a controller module 106. The controller module 106 includes: a motor controller 20, a first electrically controlled check valve controller 23, a first electric switch 25, a second electric switch 26, a second electrically controlled check valve controller 24, a first power supply 21, and a second power supply 22; the first electric switch 25 is used to control the on or off state of the first electrically controlled check valve controller 23; the second electric switch 26 is used to control the on or off state of the second electrically controlled check valve controller 24; the first power supply 21 provides forward power to the motor controller 20; the second power supply 22 provides reverse power to the motor controller 20.

[0054] When the controller module 106 detects that the user has triggered the brake pedal, the first electric switch 25 is closed, the second electric switch 26 is opened, the first electronically controlled check valve controller 23 is energized, and the first electronically controlled check valve is turned on.

[0055] When the internal pressure of the second hydraulic cylinder is less than the pressure of the brake master cylinder, the motor controller 20 is energized in the forward direction to control the motor to work in the forward direction; when the motor controller 20 is energized in the forward direction to control the motor to work in the forward direction, the rotating shaft outputs a forward rotational torque, and the crossbar pushing unit pushes the push plate to move closer to the pressure fluid, and the pressure fluid inside the first hydraulic cylinder flows into the second hydraulic cylinder through the outflow pipe;

[0056] When the internal pressure of the second hydraulic cylinder is greater than the pressure of the master brake cylinder, the first electric switch 25 is opened and the second electric switch 26 is closed. This energizes the second electrically controlled check valve controller 24, opening the second electrically controlled check valve. The motor controller 20 is then energized in the reverse direction and controls the motor to work in the opposite direction. When the motor controller 20 is energized in the reverse direction and controls the motor to work in the reverse direction, the shaft outputs a reverse rotational torque. The crossbar pushing unit pushes the push plate away from the pressurized fluid, and the pressurized fluid inside the second hydraulic cylinder flows back to the first hydraulic cylinder through the return pipe.

[0057] As the first preferred embodiment of this example, Figure 3 This is a structural example diagram of another cooperative braking device provided in an embodiment of this disclosure. Figure 3 As shown, when the user triggers the brake pedal 30, it pushes the push rod 31 to push the pressurized fluid 34 from the first hydraulic cylinder 32 through the outlet pipe 35 to the second hydraulic cylinder 39, and then pushes the passive plate 40. At this time, the first electrically controlled check valve 37 is in the open state. A sensor is placed in the second hydraulic cylinder 39 to detect the pressure of the pressurized fluid 34 and outputs the pressure as braking force through the output rod 41. When the braking force is greater than the pressure of the master cylinder, the braking force is too large, and it is necessary to reduce the braking force through auxiliary pressure. At this time, when the control motor 46 is working in the forward direction, the rotating shaft 45 outputs a positive rotational torque, and the cylindrical gear 44 drives the long rack 43 to push the push plate towards the pressurized fluid 34, so as to push the pressurized fluid 34 from the first hydraulic cylinder 32 through the outlet pipe 35 to the second hydraulic cylinder 39. At this time, the first electrically controlled check valve 37 is in the open state. If the braking force is less than the pressure of the master cylinder, the braking force is too small, and it is necessary to increase the braking force through auxiliary pressure. When the control motor 46 operates in reverse, the rotating shaft 45 outputs a reverse rotational torque, and the cylindrical gear 44 drives the long rack 43 to push the push plate away from the pressure fluid 34. The pressure fluid 34 inside the second hydraulic cylinder 39 flows back to the first hydraulic cylinder through the return pipe 36. At this time, the first electrically controlled check valve 37 is in the closed state, and the second electrically controlled check valve 38 is in the open state.

[0058] The technical solution of this invention includes a brake pedal and push rod, a first hydraulic module, a second hydraulic module, a hydraulic cylinder connection module, and an auxiliary braking module. The first hydraulic module contains pressurized fluid. The brake pedal is connected to the first hydraulic module via the push rod, and the first hydraulic module is connected to the second hydraulic module via the hydraulic cylinder connection module. The auxiliary braking module is connected to the first hydraulic module. When the user triggers the brake pedal, the push rod is pushed to drive the pressurized fluid from the first hydraulic module to the second hydraulic module. The second hydraulic module detects the pressure of the pressurized fluid and outputs the pressure as braking force. The auxiliary braking module determines an auxiliary pressure based on the braking force and the brake master cylinder pressure, and uses this auxiliary pressure to drive the pressurized fluid between the first and second hydraulic modules to adjust the braking force. The brake master cylinder pressure includes either an aggressive brake master cylinder pressure or a conservative brake master cylinder pressure. This technical solution, through a cooperative braking device, can complement and correct the braking force generated by the driver, achieving personalized braking and solving the problem of insufficient or excessive braking force caused by unreasonable braking force control during driver-assisted braking.

[0059] Example 2

[0060] Figure 4 This is a flowchart of a cooperative braking method provided in an embodiment of the present disclosure. This embodiment of the present disclosure is applicable to situations where user cooperative braking is provided. The method can be executed by a cooperative braking device, which can be implemented in the form of software and / or hardware. Optionally, it can be implemented by an electronic device, such as a mobile terminal, a PC, or a server.

[0061] like Figure 4 As shown in the embodiments of this disclosure, a cooperative braking method may specifically include the following steps:

[0062] S210, Obtain the current brake master cylinder pressure of the vehicle.

[0063] Among them, the brake master cylinder pressure includes: aggressive brake master cylinder pressure or conservative brake master cylinder pressure.

[0064] Specifically, the brake master cylinder pressure can be pre-selected as either an aggressive or conservative brake master cylinder pressure based on the user's usage habits. Different preset braking coefficients are selected according to different brake master cylinder pressures. Then, the braking coefficient is determined based on the displacement distance and relative speed between the current vehicle and the vehicle in front. The brake master cylinder pressure is then determined based on the braking coefficient, displacement distance, and relative speed.

[0065] Optionally, the method for obtaining the brake master cylinder pressure of the current vehicle can be: obtaining the displacement distance and relative speed between the current vehicle and the vehicle in front, and determining the braking coefficient of the current vehicle; and determining the brake master cylinder pressure based on the braking coefficient, displacement distance and relative speed.

[0066] Specifically, the displacement distance and relative speed between the current vehicle and the vehicle in front are obtained. The aggressive braking master cylinder pressure is determined by the aggressive braking coefficient, the displacement distance to the vehicle in front, and the relative speed. The conservative braking master cylinder pressure is determined by the conservative braking coefficient, the displacement distance to the vehicle in front, and the relative speed. The formula for calculating the braking master cylinder pressure is as follows:

[0067]

[0068] Among them, P m The braking master cylinder pressure is given by k1 and k2, which are the braking coefficients. Δv is the relative speed of the vehicle in front, and X is the braking coefficient. l Distance relative to the vehicle in front. The braking coefficient can be either aggressive or conservative. If an aggressive braking coefficient is selected, the aggressive braking master cylinder pressure is calculated using a formula; if a conservative braking coefficient is selected, the conservative braking master cylinder pressure is calculated using a formula.

[0069] Optionally, the braking coefficient of the current vehicle can be determined by: acquiring the historical driving dataset of the current vehicle; wherein the historical driving data includes the displacement distance to the preceding vehicle, relative speed, and brake master cylinder pressure; grouping the brake master cylinder pressure based on the displacement distance and relative speed to obtain multiple groups of brake cylinder pressures; sorting each group of brake cylinder pressures and extracting the brake cylinder pressures located at a first set ratio and a second set ratio as the first target brake cylinder pressure and the second target brake master cylinder pressure; and determining the braking coefficient corresponding to the set displacement range and the set speed range based on the first target brake master cylinder pressure and the second target brake master cylinder pressure.

[0070] In this embodiment, the historical driving dataset can be the current vehicle's historical driving data. This historical driving data includes the displacement distance to the vehicle ahead, relative speed, and brake master cylinder pressure. The displacement distance to the vehicle ahead can be the actual displacement distance between the current vehicle and the vehicle ahead.

[0071] In this embodiment, the actual displacement distance to the vehicle in front can be obtained based on the displacement distance sensed by the vehicle's sensing devices. The specific process is as follows:

[0072] Lane line information is acquired using an onboard camera, and the road radius of the lane lines is calculated based on this information. The road radii of the left and right lane lines are as follows:

[0073]

[0074]

[0075] Among them, R L The road radius of the left lane line, R R Let a be the road radius of the right lane line.R2 a R3 a L2 and a L3 It is a coefficient, which is a constant.

[0076] For X l A segmented calculation method can be used, with the total number of segments S:

[0077]

[0078] Among them, X l This represents the displacement distance. ceil is the floor function, for example: ceil(3.1) = 4.

[0079] X l The calculation formula is as follows:

[0080]

[0081]

[0082]

[0083] in, R represents the central angle formed by the corresponding roads between the transport vehicle and the vehicle itself. M The radius of curvature representing the centerline of the road. X w To sense the displacement distance, s is the number of segments.

[0084] Then, based on the calculated displacement distance and relative velocity, the brake master cylinder pressure is grouped to obtain multiple groups of brake cylinder pressures; wherein, the displacement distance corresponding to the brake cylinder pressure in each group is within a set displacement range, and the relative velocity is within a set velocity range. The set displacement range and set velocity range can be preset ranges.

[0085] For example, Δv = -50m / s, X l When = 1m, the search range is the range that simultaneously satisfies Δv ∈ (-50m / s C Δv -50m / s +C Δv ), Historical driving data within the range, including brake master cylinder pressure P corresponding to relative speed and displacement distance. m .

[0086] C Δv =max{1,0.03×|Δv|}

[0087]

[0088] Among them, C Δv This represents the bandwidth range of Δv. X represents l The bandwidth range.

[0089] As described above, the brake master cylinder pressures of each group are sorted, and the brake master cylinder pressures located at the first set ratio and the second set ratio are extracted as the first target brake master cylinder pressure and the second target brake master cylinder pressure. The first set ratio and the second set ratio can be preset.

[0090] For example, based on the above-mentioned set of sorted brake master cylinder pressures, if the first set ratio and the second set ratio are 20% and 30% respectively, then the master cylinder pressure P is extracted. m The numerical values ​​P corresponding to the 20% and 30% quantiles of the value 20 P 30 The 20th percentile indicates that 20% of the data values ​​in the group are less than this percentile value. If this point is located at two pressures P... m Between the values, the two pressures P can be... m The average value is taken as the master cylinder pressure P at that quantile. m value.

[0091] Based on the first target brake master cylinder pressure and the second target brake master cylinder pressure, as well as their corresponding displacement distance and relative speed, the corresponding braking coefficient is obtained by substituting them into the above calculation formula for the brake master cylinder pressure. This formula serves as the braking coefficient for the set displacement range and the set speed range.

[0092] For example, the braking coefficient obtained when the first set ratio and the second set ratio are 20% and 30% respectively can be used as an aggressive braking coefficient. The braking coefficient obtained when the first set ratio and the second set ratio are 70% and 80% respectively can be used as a conservative braking coefficient.

[0093] S220: Obtain the braking force corresponding to when the user triggers the brake pedal.

[0094] Specifically, when the user triggers the brake pedal, the braking force output at that time is obtained.

[0095] S230, determine the auxiliary pressure based on braking force and brake master cylinder pressure.

[0096] Specifically, the auxiliary pressure can be determined by the difference between the braking force and the master cylinder pressure. If the braking force is greater than the master cylinder pressure, the braking force is too large, and the auxiliary pressure is needed to reduce the braking force. If the braking force is less than the master cylinder pressure, the braking force is too small, and the auxiliary pressure is needed to increase the braking force.

[0097] S240, Adjusts braking force based on auxiliary pressure.

[0098] Specifically, the braking force is adjusted based on the auxiliary pressure obtained above. The adjustment can be as follows: if the braking force is greater than the master cylinder pressure, the braking force is too large and needs to be reduced by using auxiliary pressure; if the braking force is less than the master cylinder pressure, the braking force is too small and needs to be increased by using auxiliary pressure.

[0099] This invention discloses a cooperative braking method, which includes: acquiring the current brake master cylinder pressure of the vehicle; wherein the brake master cylinder pressure includes: an aggressive brake master cylinder pressure or a conservative brake master cylinder pressure; acquiring the braking force corresponding to the user triggering the brake pedal; determining an auxiliary pressure based on the braking force and the brake master cylinder pressure; and adjusting the braking force based on the auxiliary pressure. Using this method, the braking force can be complementary and corrected with the braking force generated by the driver, achieving personalized braking and solving the problem of insufficient or excessive braking force caused by unreasonable braking force control during driver-initiated braking.

[0100] Example 3

[0101] Figure 5 A schematic diagram of the structure of an electronic device 10 that can be used to implement embodiments of the present invention is provided. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0102] like Figure 5 The electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer programs stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0103] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0104] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the cooperative braking method.

[0105] In some embodiments, the cooperative braking method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or mounted on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the cooperative braking method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the cooperative braking method by any other suitable means (e.g., by means of firmware).

[0106] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0107] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0108] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0109] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0110] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0111] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0112] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0113] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A cooperative braking device, characterized in that, include: Brake pedal and push rod, first hydraulic module, second hydraulic module, hydraulic cylinder connection module, and auxiliary braking module; wherein, the first hydraulic module includes pressurized fluid; The brake pedal is connected to the first hydraulic module via the push rod, and the first hydraulic module is connected to the second hydraulic module via the hydraulic cylinder connection module; the auxiliary braking module is connected to the first hydraulic module. When the user triggers the brake pedal, the push rod is pushed to force the pressurized fluid to flow from the first hydraulic module to the second hydraulic module; the second hydraulic module is used to detect the pressure of the pressurized fluid and output the pressure as braking force. The auxiliary braking module is used to determine the auxiliary pressure based on the braking force and the brake master cylinder pressure, so as to push the pressure fluid to flow between the first hydraulic module and the second hydraulic module according to the auxiliary pressure, so as to adjust the braking force; wherein, the brake master cylinder pressure includes: aggressive brake master cylinder pressure or conservative brake master cylinder pressure; The formula for calculating the brake master cylinder pressure is as follows: ； in, For braking master cylinder pressure, and This is the braking coefficient. The relative speed with the vehicle in front, The braking coefficient is determined by the displacement distance from the vehicle in front. It can be either an aggressive braking coefficient or a conservative braking coefficient. If an aggressive braking coefficient is selected, the aggressive braking master cylinder pressure is calculated using a formula. If a conservative braking coefficient is selected, the conservative braking master cylinder pressure is calculated using a formula.

2. The apparatus according to claim 1, characterized in that, The first hydraulic module further includes: a push plate and a first hydraulic cylinder; the push plate is connected to the push rod, and the first hydraulic cylinder is used to hold the pressurized fluid. When the user triggers the brake pedal, the push rod is pushed, which in turn pushes the push plate to move within the first hydraulic cylinder, thereby causing the pressurized fluid to flow from the first hydraulic module to the second hydraulic module.

3. The apparatus according to claim 2, characterized in that, The second hydraulic module includes a pressure sensor, a passive plate, an output rod, and a second hydraulic cylinder; the pressure sensor measures the internal pressure of the second hydraulic cylinder; the passive plate is connected to the output rod; the second hydraulic cylinder is used to hold the pressurized fluid; the passive plate moves with the flow of the pressurized fluid, and the output rod is used to output the internal pressure as a braking force.

4. The apparatus according to claim 3, characterized in that, The auxiliary braking module includes an auxiliary crossbar, a crossbar pushing unit, a rotating shaft, and a motor; one end of the auxiliary crossbar is fixedly connected to one end of the push plate in the first hydraulic cylinder module, and the other end is connected to the crossbar pushing unit; the crossbar pushing unit is fixedly connected to the top of the rotating shaft, and the rotating shaft is located on top of the motor.

5. The apparatus according to claim 4, characterized in that, The hydraulic cylinder connection module includes a return pipe, an outlet pipe, a first electrically controlled check valve, and a second electrically controlled check valve. The two ends of the outlet pipe are connected to one side of the first hydraulic cylinder and one side of the second hydraulic cylinder, respectively. The two ends of the return pipe are connected to one side of the first hydraulic cylinder and one side of the second hydraulic cylinder, respectively. The outlet pipe is equipped with the first electrically controlled check valve, and the return pipe is equipped with the second electrically controlled check valve. When the first electrically controlled check valve is opened, the pressurized fluid flows from the first hydraulic cylinder to the second hydraulic cylinder through the outlet pipe. When the second electrically controlled check valve is opened, the pressurized fluid flows from the second hydraulic cylinder to the first hydraulic cylinder through the return pipe.

6. The apparatus according to claim 5, characterized in that, Also includes: The controller module includes: a motor controller, a first electrically controlled check valve controller, a first electric switch, a second electric switch, a second electrically controlled check valve controller, a first power supply, and a second power supply; the first electric switch is used to control the on or off state of the first electrically controlled check valve controller; the second electric switch is used to control the on or off state of the second electrically controlled check valve controller; the first power supply provides forward power to the motor controller; the second power supply provides reverse power to the motor controller.

7. The apparatus according to claim 6, characterized in that, When the controller module detects that the user has triggered the brake pedal, the first electric switch closes, the second electric switch opens, the first electronically controlled one-way valve controller is energized, and the first electronically controlled one-way valve is turned on. When the internal pressure of the second hydraulic cylinder is less than the pressure of the master brake cylinder, the motor controller is energized in the forward direction to control the motor to work in the forward direction; the pressure of the aggressive brake master cylinder is determined by the aggressive braking coefficient, the displacement distance and relative speed with the vehicle in front; the pressure of the conservative brake master cylinder is determined by the conservative braking coefficient, the displacement distance and relative speed with the vehicle in front. When the internal pressure of the second hydraulic cylinder is greater than the pressure of the brake master cylinder, the first electric switch is disconnected, the second electric switch is closed, and then the second electric control check valve controller is energized, the second electric control check valve is opened, and the motor controller is energized in the reverse direction and controls the motor to work in the reverse direction.

8. The apparatus according to claim 7, characterized in that, When the motor controller is positively energized and controls the motor to work in the positive direction, the rotating shaft outputs positive rotational torque, and the crossbar pushing unit pushes the push plate to move closer to the pressure fluid. The pressure fluid inside the first hydraulic cylinder flows into the second hydraulic cylinder through the outflow pipe. When the motor controller receives reverse power and controls the motor to work in reverse, the shaft outputs a reverse rotational torque, and the crossbar pushing unit pushes the push plate to move away from the pressure fluid. The pressure fluid inside the second hydraulic cylinder flows back to the first hydraulic cylinder through the return pipe.

9. A cooperative braking method based on the device of claim 1, characterized in that, include: Obtain the current brake master cylinder pressure of the vehicle; wherein, the brake master cylinder pressure includes: aggressive brake master cylinder pressure or conservative brake master cylinder pressure; Obtain the braking force corresponding to when the user triggers the brake pedal; The auxiliary pressure is determined based on the braking force and the brake master cylinder pressure. The braking force is adjusted based on the auxiliary pressure. The formula for calculating the brake master cylinder pressure is as follows: ； in, For braking master cylinder pressure, and This is the braking coefficient. The relative speed is the speed of the vehicle in front. The distance to the vehicle in front is the braking distance. The braking coefficient includes an aggressive braking coefficient or a conservative braking coefficient. If the aggressive braking coefficient is selected, the aggressive braking master cylinder pressure is calculated using a formula. If the conservative braking coefficient is selected, the conservative braking master cylinder pressure is calculated using a formula.

10. The method according to claim 9, characterized in that, Obtain the vehicle's brake master cylinder pressure, including: The displacement distance and relative speed between the current vehicle and the vehicle in front are obtained, and the braking coefficient of the current vehicle is determined. The brake master cylinder pressure is determined based on the braking coefficient, the displacement distance, and the relative velocity.

11. The method according to claim 10, characterized in that, Determining the braking coefficient of the current vehicle includes: Obtain the historical driving data set of the current vehicle; wherein, the historical driving data includes the displacement distance to the vehicle in front, the relative speed, and the brake master cylinder pressure; The brake master cylinder pressure is grouped based on the displacement distance and the relative speed to obtain multiple groups of brake master cylinder pressure; wherein the displacement distance corresponding to the brake master cylinder pressure in each group is within a set displacement range; and the relative speed is within a set speed range. The brake master cylinder pressures of each group are sorted, and the brake master cylinder pressures located at the first set ratio and the second set ratio are extracted as the first target brake master cylinder pressure and the second target brake master cylinder pressure. The braking coefficients corresponding to the set displacement range and the set speed range are determined based on the first target braking master cylinder pressure and the second target braking master cylinder pressure.

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