Brake control method, vehicle, and storage medium

Abstract

The application provides a brake control method, a vehicle and a storage medium. The method comprises the following steps: in the case that a preset emergency brake switch is detected to be triggered, building pressure braking is performed on the vehicle at a target braking force; and if the vehicle is not detected to be decelerated to a target speed within a preset time period, the vehicle is controlled to stop in a preset braking mode. The method can avoid the situation that the vehicle cannot be effectively stopped, thereby improving driving safety.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a braking control method, a vehicle, and a storage medium in the field of vehicles. Background Technology

[0002] During normal driving, a car frequently needs to be braked to slow down or stop. However, in some situations, such as a malfunctioning vacuum booster or a stuck brake pedal preventing effective stopping, the vehicle becomes uncontrollable and highly susceptible to collisions. Therefore, preventing vehicles from failing to stop effectively is a pressing technical problem that needs to be solved. Summary of the Invention

[0003] This application provides a braking control method, a vehicle, and a storage medium, which can prevent a vehicle from failing to be effectively stopped, thereby improving driving safety.

[0004] In a first aspect, a braking control method is provided, comprising: when a preset emergency brake switch is detected to be triggered, applying pressure braking to the vehicle with a target braking force; if the vehicle is not detected to decelerate to the target speed within a preset time period, controlling the vehicle to stop with a preset braking method.

[0005] In the above technical solution, by adding a preset emergency brake switch, the vehicle is subjected to pressure braking with the target braking force after the emergency brake switch is detected to be triggered. This allows the driver to control the vehicle's braking by triggering the emergency brake switch when the driver cannot stop the vehicle using the brake pedal, thus preventing the vehicle from failing to stop effectively and improving driving safety. If the vehicle is not detected to decelerate to the target speed within a preset time period, it indicates that the pressure braking method has not achieved the expected braking effect. In this case, the vehicle is further controlled to stop using a preset braking method, which helps ensure that the vehicle can be effectively stopped. This embodiment is equivalent to employing a dual braking control scheme to ensure that the vehicle can be effectively stopped.

[0006] In conjunction with the first aspect, in some possible implementations, the above-mentioned application of a target braking force to the vehicle for pressure building when a preset emergency brake switch is detected to be triggered includes: if the vehicle is in a preset emergency braking scenario, then applying a target braking force to the vehicle for pressure building when the emergency brake switch is detected to be triggered in a first triggering mode; if the vehicle is in a preset non-emergency braking scenario, then applying a target braking force to the vehicle for pressure building when the emergency brake switch is detected to be triggered in a second triggering mode; wherein the triggering duration of the first triggering mode is shorter than the triggering duration of the second triggering mode.

[0007] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the emergency brake switch is displayed as a virtual switch on the vehicle's touch screen; when the vehicle is in the emergency braking scenario, the virtual switch is switched to the current interface on the touch screen; when the vehicle is in the non-emergency braking scenario, the virtual switch is displayed on a sub-interface of the current interface.

[0008] Combining the first aspect and the above implementation methods, in some possible implementation methods, the display area of ​​the virtual switch on the current interface is greater than the display area on the sub-interface.

[0009] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the vehicle is determined to be in a preset emergency braking scenario by any of the following methods: determining the current speed of the vehicle; if the current speed is greater than a preset speed threshold, and the brake pedal of the vehicle is detected to be malfunctioning, then the vehicle is determined to be in a preset emergency braking scenario; determining the rate at which the brake pedal is depressed; if the rate at which the brake pedal is depressed reaches a preset rate, then the vehicle is determined to be in a preset emergency braking scenario; if brake fluid leakage is detected, then the vehicle is determined to be in a preset emergency braking scenario; if the vehicle in front of the vehicle is detected to be stopped and the distance between the vehicle and the vehicle in front is less than a preset safe distance, then the vehicle is determined to be in a preset emergency braking scenario.

[0010] In combination with the first aspect and the above implementation, in some possible implementations, before applying pressure braking to the vehicle with the target braking force, the method further includes: determining the target behavior when the emergency brake switch is triggered; and determining the target braking force corresponding to the target behavior based on the target behavior.

[0011] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the emergency brake switch is displayed as a virtual switch on the vehicle's touchscreen, the touchscreen displays a progress bar, and the target behavior includes dragging the progress bar; determining the target braking force corresponding to the target behavior based on the target behavior includes: obtaining the length of the progress bar being dragged; determining the target braking force corresponding to the dragging behavior based on the length of the progress bar being dragged; wherein the length of the progress bar being dragged is positively correlated with the target braking force.

[0012] In conjunction with the first aspect and the above-described implementation, in some possible implementations, the emergency brake switch is disposed on the center console of the vehicle in the form of a physical switch, the physical switch being a rotary switch, and the target behavior includes the rotation of the rotary switch; determining the target braking force corresponding to the target behavior based on the target behavior includes: determining the angle at which the rotary switch is rotated; and determining the target braking force corresponding to the rotation behavior based on the angle at which the rotary switch is rotated; wherein the angle at which the rotary switch is rotated is positively correlated with the target braking force.

[0013] Secondly, a braking control device is provided, comprising: a pressure-building braking module for applying pressure-building braking to the vehicle with a target braking force when a preset emergency brake switch is detected to be triggered; and a control module for controlling the vehicle to stop with a preset braking method if the vehicle is not detected to decelerate to the target speed within a preset time period.

[0014] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the pressure-building braking module is specifically used to apply pressure-building braking to the vehicle with a target braking force when the vehicle is in a preset emergency braking scenario and the emergency brake switch is detected to be triggered in a first triggering mode; and to apply pressure-building braking to the vehicle with a target braking force when the vehicle is in a preset non-emergency braking scenario and the emergency brake switch is detected to be triggered in a second triggering mode; wherein the triggering duration of the first triggering mode is shorter than the triggering duration of the second triggering mode.

[0015] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the emergency brake switch is displayed as a virtual switch on the vehicle's touch screen; when the vehicle is in the emergency braking scenario, the virtual switch is switched to the current interface on the touch screen; when the vehicle is in the non-emergency braking scenario, the virtual switch is displayed on a sub-interface of the current interface.

[0016] Combining the second aspect and the above implementation methods, in some possible implementation methods, the display area of ​​the virtual switch on the current interface is greater than the display area on the sub-interface.

[0017] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device further includes a scenario determination module, used to determine that the vehicle is in a preset emergency braking scenario by any of the following methods: determining the current speed of the vehicle; if the current speed is greater than a preset speed threshold, and if the brake pedal of the vehicle is detected to be malfunctioning, then the vehicle is determined to be in a preset emergency braking scenario; determining the rate at which the brake pedal is depressed; if the rate at which the brake pedal is depressed reaches a preset rate, then the vehicle is determined to be in a preset emergency braking scenario; if brake fluid leakage is detected, then the vehicle is determined to be in a preset emergency braking scenario; if the vehicle in front of the vehicle is detected to be stopped and the distance between the vehicle and the vehicle in front is less than a preset safe distance, then the vehicle is determined to be in a preset emergency braking scenario.

[0018] In conjunction with the second aspect and the above implementation, in some possible implementations, the device further includes: a target braking force determination module, used to determine the target behavior when the emergency brake switch is triggered; and to determine the target braking force corresponding to the target behavior based on the target behavior.

[0019] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the emergency brake switch is displayed as a virtual switch on the vehicle's touchscreen, which displays a progress bar. The target behavior includes dragging the progress bar. The target braking force determination module is specifically used to obtain the length of the progress bar being dragged. Based on the length of the progress bar being dragged, the target braking force corresponding to the dragging behavior is determined. The length of the progress bar being dragged is positively correlated with the target braking force.

[0020] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the emergency brake switch is installed on the center console of the vehicle in the form of a physical switch, the physical switch being a rotary switch, and the target behavior including the rotation of the rotary switch; the target braking force determination module is specifically used to determine the angle at which the rotary switch is rotated; and based on the angle at which the rotary switch is rotated, to determine the target braking force corresponding to the rotation behavior; wherein, the angle at which the rotary switch is rotated is positively correlated with the target braking force.

[0021] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods of the first aspect or any possible implementation thereof.

[0022] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0023] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0024] Figure 1 This is a schematic flowchart of a braking control method provided in an embodiment of this application;

[0025] Figure 2 This is a schematic flowchart of another braking control method provided in the embodiments of this application;

[0026] Figure 3 This is a schematic diagram of the structure of a braking control device provided in an embodiment of this application;

[0027] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0028] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0029] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0030] Under normal circumstances, the vehicle brakes according to the driver's braking request. In an emergency, if the driver suddenly applies the brakes and causes a tendency to skid or roll over, the Anti-lock Braking System (ABS) is activated to prevent the vehicle from losing control. However, if the vacuum booster malfunctions or the brake pedal is stuck, the brake pedal may be in a locked position, and the master cylinder pressure may still be low. In this situation, the driver may find it difficult to effectively stop the vehicle by pressing the brake pedal, which can easily lead to the vehicle losing control and causing a collision.

[0031] Based on this, to solve the aforementioned technical problem of the vehicle not being effectively stopped, this embodiment adds a preset emergency brake switch. By triggering this emergency brake switch, the vehicle is subjected to pressure-building braking with a target braking force, thereby achieving automatic pressure-building to assist the driver in stopping the vehicle. The execution entity of the braking control method in this embodiment can be a controller in the vehicle, which can be an Integrated Brake Control (IBC), Electronic Stability Program (ESP), or Electronic Stability Control (ESC). That is, IBC, ESP, and ESC can all achieve pressure-building braking with a target braking force when the preset emergency brake switch is detected to be triggered. Here, pressure-building braking with a target braking force can be understood as triggering or activating the ABS function. In this embodiment,

[0032] Compared to ESP and ESC, IBC triggers the ABS function faster, therefore, IBC can be used to trigger the ABS function first.

[0033] Figure 1 This is a schematic flowchart of a braking control method provided in an embodiment of this application.

[0034] For example, such as Figure 1 As shown, the method includes:

[0035] Step 101: If the preset emergency brake switch is detected to be triggered, apply pressure to the vehicle with the target braking force.

[0036] Step 102: If the vehicle does not decelerate to the target speed within the preset time period, the vehicle will be stopped using the preset braking method.

[0037] exist Figure 1In the illustrated embodiment, by adding a preset emergency brake switch, upon detection of its activation, the vehicle is subjected to pressure braking with the target braking force. This allows the driver to control the vehicle's braking by triggering the emergency brake switch when unable to stop using the brake pedal, preventing the vehicle from failing to stop effectively and thus improving driving safety. If the vehicle does not decelerate to the target speed within a preset time period, it indicates that the aforementioned pressure braking method has not achieved the expected braking effect. In this case, further control of the vehicle to stop using a preset braking method helps ensure that the vehicle is effectively stopped. This embodiment is equivalent to employing a dual braking control scheme to ensure that the vehicle can be effectively stopped.

[0038] The following is about Figure 1 The specific implementation methods of each step in the illustrated embodiment are explained below:

[0039] In step 101, the emergency brake switch can be a physical switch, which can be located on the vehicle's main control panel or steering wheel, making it convenient for the driver to press in an emergency. Optionally, the emergency brake switch can also be a virtual switch, for example, it can be located on the vehicle's touchscreen, allowing the driver to perform emergency braking by touching the virtual switch. The touchscreen in the vehicle can be a central control screen or a touchscreen located on the steering wheel.

[0040] For example, the emergency brake switch can be a physical switch. When the physical switch is a push-button switch, detecting whether the push-button switch is triggered can be understood as detecting whether the push-button switch is pressed. When the physical switch is a rotary switch, detecting whether the rotary switch is triggered can be understood as detecting whether the rotary switch is rotated.

[0041] For example, the emergency brake switch can be a virtual switch. Detecting whether the virtual switch is triggered can be understood as detecting whether there is a gesture operation applied to the virtual switch. The gesture operation can be a click operation, a swipe operation, a long press operation, etc., and this embodiment does not specifically limit it.

[0042] For example, the emergency brake switch may include both the physical switch and the virtual switch mentioned above, so that the user can choose to activate the ABS function by triggering the physical switch or the virtual switch according to actual needs.

[0043] For example, when a preset emergency brake switch is detected to be triggered, the vehicle's controller applies pressure braking to the vehicle with a target braking force. This controller can be an IBC, ESC, ESP, or similar controller. Applying pressure braking to the vehicle with the target braking force can also be understood as the controller triggering or activating the vehicle's ABS function.

[0044] For example, the target braking force can be a preset braking force, which can be set by those skilled in the art according to actual needs. Thus, when the preset emergency brake switch is detected to be triggered, the vehicle is subjected to pressure-building braking with the preset braking force. Optionally, the target braking force can be the maximum braking force within the available range, thereby causing the vehicle to be brought to a rapid stop under the action of the maximum braking force.

[0045] For example, before applying pressure to the vehicle with the target braking force, the method further includes the following steps S1 to S2:

[0046] S1: Determine the target behavior when the emergency brake switch is triggered.

[0047] S2: Based on the target behavior, determine the target braking force corresponding to the target behavior.

[0048] In S1, the target behavior is a user action that represents the magnitude of the braking force the user expects to apply to the vehicle. For example, target behaviors can be: pressing, dragging, rotating, or semantic actions. A greater pressing force indicates a greater expected braking force, and a smaller pressing force indicates a smaller expected braking force. A longer dragging distance indicates a greater expected braking force, and a shorter dragging distance indicates a smaller expected braking force. A larger rotation angle indicates a greater expected braking force, and a smaller rotation angle indicates a smaller expected braking force. Speech actions are the user's voice information, which can carry the user's expected braking force. The vehicle can then parse this voice information to obtain the expected braking force represented by the voice information.

[0049] In S2, the target braking force can be determined based on the user's expectation of the braking force applied to the vehicle according to the target behavior representation.

[0050] For example, the aforementioned emergency brake switch is displayed as a virtual switch on the vehicle's touchscreen, which displays a progress bar. The target action includes dragging the progress bar. The implementation of S2 may include: obtaining the length of the progress bar being dragged, and determining the target braking force corresponding to the dragging action based on the dragged length; wherein the dragged length of the progress bar is positively correlated with the target braking force. That is, the longer the progress bar is dragged, the greater the determined target braking force.

[0051] Specifically, the touchscreen can detect the length by which the displayed progress bar has been dragged and send this detected length to the controller, allowing the controller to obtain the length by which the progress bar has been dragged. The controller can internally store a first correspondence between length and target braking force, thereby determining the target braking force corresponding to the obtained length by which the progress bar has been dragged based on this first correspondence. Alternatively, the controller can obtain the total length of the progress bar, calculate the proportion of the dragged length to the total length, and then multiply this proportion by the maximum available braking force as the target braking force.

[0052] For example, when the touch screen detects that the virtual switch has been triggered, a progress bar can be displayed on the current display interface of the touch screen so that the user can drag the progress bar to select the target braking force to be applied to the vehicle.

[0053] For example, the progress bar can display braking force prompts, which are used to indicate to the user the magnitude of the braking force represented at different positions on the progress bar, so that the user can quickly select the desired braking force to be applied to the vehicle based on the prompts.

[0054] For example, a virtual switch can be displayed directly on the touchscreen as a progress bar, so that when the user drags the progress bar, it can be understood as the user triggering the virtual switch.

[0055] In this embodiment, the displayed progress bar allows users to select the target braking force to be applied to the vehicle by dragging the progress bar, which improves the ease of operation for users and their sense of control over the magnitude of the target braking force.

[0056] For example, a pressure sensor may also be installed below the virtual switch. The target behavior includes pressing the virtual switch. The implementation of S2 may include: acquiring the pressure value when the virtual switch is pressed through the pressure sensor, and determining the target braking force corresponding to the pressing behavior based on the pressure value. The pressure value and the target braking force are positively correlated. That is, the greater the pressure value, the greater the determined target braking force.

[0057] For example, the aforementioned emergency brake switch is mounted on the vehicle's center console as a physical switch, specifically a rotary switch. The target behavior includes rotating the rotary switch. The implementation of S2 may include: determining the angle at which the rotary switch is rotated; and determining the target braking force corresponding to the rotation based on the angle. The angle at which the rotary switch is rotated is positively correlated with the target braking force; that is, the larger the angle at which the rotary switch is rotated, the greater the determined target braking force.

[0058] Specifically, the rotary switch can detect its own rotation angle and send it to the controller, allowing the controller to determine the target braking force based on the acquired angle. The controller can internally store a second correspondence between angles and target braking forces, enabling it to determine the target braking force corresponding to the acquired angle. Alternatively, the controller can calculate the proportion of the acquired angle to the maximum rotation angle of the rotary switch (e.g., 360°), and then multiply this proportion by the maximum available braking force as the target braking force.

[0059] For example, braking force information can be displayed around the rotary switch. This information is used to inform the user of the magnitude of braking force represented when the rotary switch is rotated to different angles, so that the user can quickly select the desired braking force to be applied to the vehicle based on the information.

[0060] In this embodiment, by setting a physical rotary switch, the user can easily select the target braking force to be applied to the vehicle by rotating the rotary switch, which helps to improve the user's ease of operation and sense of control over the magnitude of the target braking force.

[0061] For example, the implementation of step 101 above may include: if the vehicle is in a preset emergency braking scenario, then when the emergency brake switch is detected to be triggered in a first triggering mode, pressure braking is applied to the vehicle with a target braking force; if the vehicle is in a preset non-emergency braking scenario, then when the emergency brake switch is detected to be triggered in a second triggering mode, pressure braking is applied to the vehicle with a target braking force; wherein the triggering duration of the first triggering mode is less than the triggering duration of the second triggering mode.

[0062] The shorter trigger duration of the first triggering method compared to the second triggering method can be understood as the first triggering method being simpler than the second, thus making its trigger duration shorter. In this embodiment, the preset emergency braking scenario requires emergency braking, making the need for emergency braking more urgent. Therefore, the trigger duration of the first triggering method is set shorter than that of the second, making it easier to quickly trigger the emergency brake switch in the preset emergency braking scenario to meet the urgent need for emergency braking. Furthermore, since the need for emergency braking is not as urgent in non-emergency braking scenarios, the ABS function is activated only when the emergency brake switch is detected to be triggered by the second triggering method. The second triggering method is more complex than the first, meaning the ABS function is less likely to be triggered in non-emergency braking scenarios, thus helping to avoid accidental triggering of the ABS function to some extent.

[0063] For example, the first triggering method may be pressing the emergency brake switch once, and the second triggering method may be pressing the emergency brake switch at least twice. It is understood that the triggering time required to press the emergency brake switch once is less than the triggering time required to press the emergency brake switch at least twice.

[0064] For example, when the emergency brake switch is a virtual switch, the first triggering method can be clicking the virtual switch once, the second triggering method can be clicking the virtual switch twice, or the virtual switch can be slid from a first position to a second position. The first position and the second position are different positions on the touch screen. Optionally, the first triggering method can be touching the virtual switch for 1 second, and the second triggering method can be touching the virtual switch for at least 2 seconds.

[0065] The aforementioned preset emergency braking scenarios are pre-set scenarios that may require emergency braking, or scenarios that may require triggering the emergency braking switch to brake the vehicle. Pre-set non-emergency braking scenarios are pre-set scenarios that may not require emergency braking; these can be understood as scenarios other than emergency braking. Emergency braking scenarios correspond to the first triggering method, and non-emergency braking scenarios correspond to the second triggering method. In emergency braking scenarios, triggering emergency braking using the first triggering method will activate the ABS function. However, in non-emergency braking scenarios, the second triggering method is required to activate the ABS function.

[0066] For example, a vehicle can be determined to be in a preset emergency braking scenario by determining the vehicle's current speed. If the vehicle's brake pedal is detected to be malfunctioning when the current speed is greater than a preset speed threshold, then the vehicle is determined to be in a preset emergency braking scenario.

[0067] The preset speed threshold can be set according to actual needs, such as 10 km / h. When the current speed is greater than the preset speed threshold, it indicates that the vehicle's current speed is relatively high. If the brake pedal malfunctions at this time, it means that triggering the emergency braking switch is required to control the vehicle's braking, thus confirming that the vehicle is in a preset emergency braking scenario. However, if the current speed is less than the preset speed threshold, even if the brake pedal malfunctions, the lower speed may not pose a significant safety risk. Therefore, if the brake pedal malfunction is detected when the current speed is less than or equal to the preset speed threshold, it can be determined that the vehicle is in a preset non-emergency braking scenario.

[0068] It is understandable that the aforementioned brake pedal malfunction can be interpreted as the brake pedal being pressed but failing to achieve the expected braking effect. In specific implementations, if a brake pedal position is detected, it can be determined that the brake pedal has malfunctioned. For example, when the vacuum booster malfunctions or the brake pedal is stuck, it can be determined that the brake pedal is in a "positioned" state.

[0069] For example, a vehicle can be determined to be in a preset emergency braking scenario by determining the rate at which the brake pedal is depressed, and determining that the vehicle is in a preset emergency braking scenario when the rate at which the brake pedal is depressed reaches a preset rate.

[0070] The preset rate can be set according to actual needs, aiming to indicate a relatively high rate at which the brake pedal is depressed. Understandably, when the rate of depressing reaches the preset rate, it indicates that the driver has an urgent need to stop the vehicle, meaning the current scenario requires emergency braking, thus confirming that the vehicle is in the preset emergency braking scenario.

[0071] In practice, if the rate at which the brake pedal is depressed does not reach a preset rate, the vehicle is determined to be in a preset non-emergency braking scenario.

[0072] For example, a vehicle may be determined to be in a preset emergency braking scenario by detecting a brake fluid leak in the vehicle.

[0073] Specifically, IBC can have the function of detecting brake fluid leaks, thus enabling the detection of brake fluid leaks based on this function.

[0074] For example, a vehicle may be determined to be in a preset emergency braking scenario as follows: when the vehicle in front of it is detected that the vehicle is stopped and the distance between the vehicle and the vehicle in front is less than a preset safe distance, the vehicle is determined to be in a preset emergency braking scenario.

[0075] The preset safety distance can be set according to actual needs, aiming to indicate that the distance between the vehicle and the vehicle in front is relatively close. The vehicle in front stopping can be understood as the vehicle in front suddenly braking to a stop. If the distance between the vehicle and the vehicle in front is less than the preset safety distance, it means that there may be a risk of collision between the two vehicles, thus indicating that the vehicle is in a scenario that requires emergency braking, i.e., the vehicle is in the preset emergency braking scenario.

[0076] For example, when a vehicle stalls abnormally and the brake pedal becomes hard, resulting in an excessively long braking distance, it can be determined that the vehicle is in a preset emergency braking scenario.

[0077] For example, the aforementioned emergency brake switch is displayed as a virtual switch on the vehicle's touchscreen; when the vehicle is in an emergency braking scenario, the virtual switch switches to the current interface on the touchscreen; when the vehicle is in a non-emergency braking scenario, the virtual switch is displayed on a sub-interface of the current interface.

[0078] The current interface can be understood as the topmost interface of the touchscreen, and its sub-interfaces can be considered the lower layers of this topmost interface. When the vehicle is in a scenario requiring emergency braking, the virtual switch switches to the current interface on the touchscreen, which can be understood as the topmost interface of the touchscreen, to ensure that the user can directly and quickly trigger the virtual switch to achieve vehicle braking. In specific implementations, the virtual switch may itself be displayed in a sub-interface of the current interface. When an emergency braking scenario is detected, the virtual switch can jump to the current interface for the user to quickly see, thereby further facilitating the user to activate the ABS function by triggering the virtual switch in the emergency braking scenario.

[0079] When the vehicle is in a situation where emergency braking is not required, the virtual switch is displayed on a sub-interface of the current screen. The driver may need to tap a trigger button on the current screen to switch to this sub-interface. For example, if the current screen displays buttons for driving and parking functions, tapping the driving function button will switch the touchscreen to its sub-interface, which displays several driving-related function buttons, including the aforementioned virtual switch representing the emergency braking switch.

[0080] For example, the virtual switch has a larger display area on the current screen than on a sub-screen. That is, when an emergency braking scenario is detected, the virtual switch can be enlarged to the current screen so that the driver can easily identify its location and quickly find and activate it.

[0081] In step 102, if the vehicle is not detected to decelerate to the target speed within a preset time period, the vehicle is stopped using a preset braking method. The preset time period can be set according to actual needs and can correspond to the target speed; for example, a longer preset time period corresponds to a lower target speed, and a shorter preset time period corresponds to a higher target speed. The preset braking method can be set according to actual needs to ensure that the vehicle can be brought to a stop under the action of this preset braking method.

[0082] In practical implementation, it's possible to determine theoretically how long it would take for the vehicle to decelerate to a preset target speed using the target braking force. This theoretical timeframe is then set as the preset time period. Furthermore, if the vehicle doesn't decelerate to the target speed within the preset time period, it indicates that the braking control hasn't met expectations, allowing for further control of the vehicle to stop using a preset braking method. This preset braking method adds another layer of protection to the vehicle's braking, ensuring it can come to a complete stop and reducing road risks and accidents.

[0083] For example, when the target speed is 0, it can be determined how long it would theoretically take to bring the vehicle to a stop using the target braking force, thus obtaining the theoretical time required to stop the vehicle. A preset time period is then set to this theoretical time period, and the target speed is set to 0. If the vehicle is not detected to decelerate to 0 within the preset time period, it indicates that the braking control of the vehicle has not met expectations, and the vehicle is then controlled to stop using a preset braking method.

[0084] For example, the preset braking method can be: electronic parking brake. The above-mentioned control of vehicle parking by preset braking method can be understood as: by controlling the electronic parking brake system (EPB), the EPB can control the caliper to work according to the preset control method to ensure that the vehicle stops quickly.

[0085] For example, the above-mentioned control of the caliper operation according to the preset control method can be understood as: periodically controlling the caliper to clamp, that is, intermittently controlling the caliper to clamp and release, so as to dynamically brake the vehicle and prevent it from locking up.

[0086] Optionally, during the periodic control of caliper clamping, if the vehicle's current speed is detected to be lower than a preset speed threshold, the caliper can be kept clamped, meaning the caliper will not be released. This speed threshold can be set according to actual needs to indicate that the current speed is very low; for example, it can be set to 3 km / h.

[0087] In one possible implementation, periodic caliper clamping can be understood as periodically clamping the caliper to provide a fixed braking force, for example, clamping the caliper for 2 seconds to provide a fixed braking force within those 2 seconds, and then releasing the caliper for 2 seconds. Here, 2 seconds is merely a duration provided for ease of understanding to represent the periodicity, and is not a limitation in specific implementations. In this embodiment, the braking force provided each time the caliper clamps can be the same.

[0088] In another possible implementation, periodic caliper clamping can be understood as periodically controlling the caliper to clamp to provide progressively increasing braking force. Specifically, a baseline braking force and a step value can be preset, and based on this baseline braking force and step value, the caliper can be periodically controlled to clamp to provide progressively increasing braking force. For example, if the baseline braking force is P1 and the preset step value is 500, then the first time the caliper is clamped, braking force P1 is provided; the second time, braking force P1+500 is provided; the third time, braking force P1+500*2 is provided, and so on.

[0089] In another possible implementation, the calipers can be periodically tightened based on the vehicle's current speed to provide braking force corresponding to that speed. That is, the braking force provided by the calipers may also dynamically change as the current vehicle speed changes.

[0090] For example, a preset mapping relationship can exist between vehicle speed and braking force, allowing the braking force corresponding to the current vehicle speed to be determined based on this mapping relationship. For instance, in the above mapping relationship, for a first type of speed less than a preset high-speed threshold, the first type of speed can be positively correlated with the braking force; for a second type of speed greater than or equal to the preset high-speed threshold, the second type of speed corresponds to the same initial braking force, which is less than the preset braking force threshold. This preset braking force threshold is set to avoid directly controlling the calipers to clamp with excessive braking force when the vehicle speed is too high. The preset high-speed threshold can be set according to actual needs, aiming to indicate a relatively high current vehicle speed; for example, the preset high-speed threshold could be set to 80 km / h.

[0091] For example, multiple braking forces within different ranges can be selected as candidate braking forces based on the braking force range provided by the EPB. Assume three braking forces are selected as the first, second, and third candidate braking forces, respectively. If the current vehicle speed is less than a first preset speed, the braking force corresponding to the current speed is determined as the first candidate braking force. If the current vehicle speed is greater than or equal to the first preset speed but less than a second preset speed, the braking force corresponding to the current speed is determined as the second candidate braking force. If the current vehicle speed is greater than or equal to the second preset speed, the braking force corresponding to the current speed is determined as the third candidate braking force. The second candidate braking force is greater than the first candidate braking force, and the third candidate braking force is less than the maximum braking force provided by the EPB.

[0092] For example, the first and second preset speeds can be set according to actual needs. If the current speed is lower than the first preset speed, it means the current speed is too low; if the current speed is higher than the second preset speed, it means the current speed is too high. For example, the first preset speed can be 30 km / h, and the second preset speed can be 70 km / h.

[0093] Assuming that the braking force range that EPB can provide is less than or equal to 12000N, the first candidate braking force can be 4000N, the second candidate braking force can be 7000N, and the third candidate braking force can be 5000N. Setting the third candidate braking force to 5000N can also avoid the danger that may be caused by using excessive braking force when the vehicle speed is too high.

[0094] For example, the preset braking method can be brake-by-wire. The above-mentioned method of controlling vehicle parking using the preset braking method can include: controlling the current of the brake motor through an electronic control unit, thereby causing the calipers to clamp and brake the wheels to stop the vehicle.

[0095] For example, the preset braking method can be engine reversal braking. The above-described implementation of controlling the vehicle to stop using the preset braking method can include stopping the vehicle by controlling the engine to reverse. Optionally, within the engine's capability range, the engine can be controlled to operate at its maximum reversal speed to stop the vehicle as quickly as possible.

[0096] For example, when the vehicle speed is detected to be 0 or when the emergency brake switch is detected to be turned off, the system stops applying pressure to the vehicle with the target braking force, i.e., the ABS function is deactivated.

[0097] For example, assuming the preset vehicle speed threshold is set to 10 km / h, the target vehicle speed is set to 0 km / h, and the controller that triggers the ABS function is IBC. See also... Figure 2 , Figure 2 This application provides another braking control method, comprising:

[0098] Step 201: Determine if the vehicle's current speed is greater than 10 km / h. If yes, proceed to step 202; otherwise, continue with step 201.

[0099] Step 202: Determine if the vehicle's brake pedal is engaged. If yes, proceed to step 203; otherwise, proceed to step 202. Whether the brake pedal is engaged indicates whether its function is disabled.

[0100] Step 203: Determine if the emergency brake switch has been triggered. If yes, proceed to step 204; otherwise, continue with step 201.

[0101] Steps 201 to 203 above can be understood as the process of determining whether the ABS function should be activated.

[0102] Step 204: IBC triggers ABS function. That is, IBC applies pressure to the vehicle with the target braking force.

[0103] Step 205: Determine whether the vehicle deceleration to 0 km / h was detected within a preset time period. If yes, proceed to step 206; otherwise, proceed to step 207.

[0104] Step 206: Exit ABS function.

[0105] Step 207: Control the vehicle to stop using a preset braking method.

[0106] Steps 205 to 207 can be understood as the process of determining whether to exit the ABS function.

[0107] The following describes several scenarios in this embodiment where the emergency brake switch may be used to trigger the ABS function:

[0108] Scenario 1: When the vacuum booster malfunctions or the brake pedal is stuck, the brake pedal is in the neutral position, but the master cylinder pressure is still low. In this situation, the driver cannot effectively stop the vehicle by pressing the brake pedal. To prevent this, the emergency brake switch can be activated when emergency braking is needed. This allows the IBC to actively trigger the ABS function to automatically build up pressure and help the driver stop the vehicle.

[0109] Scenario 2: When brake fluid leaks, the driver can activate the emergency brake switch, which will cause the IBC to actively trigger the ABS function to automatically build up pressure. After automatic pressure reduction, if the vehicle speed decreases but still does not meet expectations within a preset time period, the IBC can send a control signal to the EPB, causing the EPB to clamp the calipers to assist the vehicle in dynamic braking. This dynamic braking is the periodic control of the calipers to clamp and stop the vehicle as described above.

[0110] Scenario 3: When the vehicle stalls abnormally and the brake pedal becomes hard, resulting in an excessively long braking distance, the emergency brake switch can be activated. This allows the IBC to actively trigger the ABS function to automatically build up pressure, helping the driver slow down and stop the vehicle. After automatic depressurization, if the vehicle speed decreases but still falls short of expectations within a preset time period, the IBC can send a control signal to the EPB, causing the EPB to clamp the calipers to assist in dynamic braking.

[0111] Scenario 4: In cases where braking is required but the driver mistakenly presses the accelerator, causing the vehicle to accelerate uncontrollably, this emergency brake switch can be used for priority emergency braking to help the driver resolve the risk of pressing the wrong brake pedal.

[0112] For example, to prevent accidental triggering of the emergency brake switch, the ABS function can be activated only if the switch is pressed more than twice quickly. If the switch is pressed only once within a preset time, such as 8 seconds, the ABS function will not be activated, meaning the step of building pressure and braking the vehicle with the target braking force will not be performed.

[0113] For example, to facilitate driver operation of the emergency brake switch, when the brake pedal depressing rate reaches a preset rate, the virtual emergency brake switch (virtual switch) automatically switches to the top of the touchscreen display and enlarges the switch button icon. At this point, a single click activates the ABS function. When the brake pedal depressing rate does not reach the preset rate, the virtual switch does not automatically switch to the top display. To prevent accidental activation, the switch must still be pressed quickly two or more times to activate the ABS function. The top of the touchscreen can be understood as the current touchscreen interface.

[0114] In this embodiment, by adding an emergency brake switch (virtual switch and / or physical switch), when the driver cannot stop the vehicle using the brake pedal, pressing the emergency brake switch will trigger the IBC to actively activate the ABS function for vehicle braking, reducing road risks and accidents. Furthermore, when the emergency brake switch includes a virtual switch, it can determine whether emergency braking is needed based on the driver's brake pedal input and automatically switch the virtual switch to the current interface for easy driver operation, eliminating the need for the driver to search for the virtual switch in a sub-interface of the current interface, thus facilitating rapid vehicle stopping when emergency braking is required.

[0115] Figure 3 This is a schematic diagram of the structure of a braking control device provided in an embodiment of this application.

[0116] For example, such as Figure 3 As shown, the device includes: a pressure-building braking module 301, used to apply pressure-building braking to the vehicle with a target braking force when a preset emergency brake switch is detected to be triggered; and a control module 302, used to control the vehicle to stop with a preset braking method if the vehicle is not detected to decelerate to the target speed within a preset time period.

[0117] In one possible implementation, the pressure-building braking module 301 is specifically used to apply pressure-building braking to the vehicle with a target braking force when the vehicle is in a preset emergency braking scenario and the emergency brake switch is detected to be triggered in a first triggering mode; and to apply pressure-building braking to the vehicle with a target braking force when the vehicle is in a preset non-emergency braking scenario and the emergency brake switch is detected to be triggered in a second triggering mode; wherein the triggering duration of the first triggering mode is shorter than the triggering duration of the second triggering mode.

[0118] In one possible implementation, the emergency brake switch is displayed as a virtual switch on the vehicle's touchscreen; when the vehicle is in the emergency braking scenario, the virtual switch switches to the current interface on the touchscreen; when the vehicle is in the non-emergency braking scenario, the virtual switch is displayed on a sub-interface of the current interface.

[0119] In one possible implementation, the virtual switch has a larger display area on the current interface than on the sub-interface.

[0120] In one possible implementation, the device further includes a scenario determination module, configured to determine that the vehicle is in a preset emergency braking scenario through any of the following methods: determining the vehicle's current speed; if the current speed is greater than a preset speed threshold, and if a malfunction of the vehicle's brake pedal is detected, then the vehicle is determined to be in a preset emergency braking scenario; determining the rate at which the brake pedal is depressed; if the rate at which the brake pedal is depressed reaches a preset rate, then the vehicle is determined to be in a preset emergency braking scenario; if brake fluid leakage is detected, then the vehicle is determined to be in a preset emergency braking scenario; if the vehicle in front of the vehicle is stopped and the distance between the vehicle and the vehicle in front is less than a preset safe distance, then the vehicle is determined to be in a preset emergency braking scenario.

[0121] In one possible implementation, the device further includes: a target braking force determination module, used to determine the target behavior when the emergency brake switch is triggered; and to determine the target braking force corresponding to the target behavior based on the target behavior.

[0122] In one possible implementation, the emergency braking switch is displayed as a virtual switch on the vehicle's touchscreen, which displays a progress bar. The target behavior includes dragging the progress bar. The target braking force determination module is specifically used to obtain the length of the progress bar being dragged. Based on the length of the progress bar being dragged, the target braking force corresponding to the dragging behavior is determined. The length of the progress bar being dragged is positively correlated with the target braking force.

[0123] In one possible implementation, the emergency brake switch is mounted on the center console of the vehicle as a physical switch, which is a rotary switch. The target behavior includes rotating the rotary switch. The target braking force determination module is specifically used to determine the angle at which the rotary switch is rotated. Based on the angle at which the rotary switch is rotated, the target braking force corresponding to the rotation behavior is determined. The angle at which the rotary switch is rotated is positively correlated with the target braking force.

[0124] Figure 4This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0125] For example, such as Figure 4 As shown, the vehicle includes a memory 401 and a processor 402, wherein the memory 401 stores executable program code, and the processor 402 is used to call and execute the executable program code to perform a braking control method.

[0126] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0127] When each functional module is divided according to its corresponding function, the vehicle may include: a pressure-building braking module, a control module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0128] The vehicle provided in this embodiment is used to execute the above-described braking control method, and therefore can achieve the same effect as the above-described implementation method.

[0129] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0130] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as represented in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0131] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a braking control method in the above embodiment.

[0132] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a braking control method as described in the above embodiment.

[0133] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor can call and execute the instructions to make the chip execute a braking control method in the above embodiments.

[0134] In this embodiment, the vehicle, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0135] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0136] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0137] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A braking control method, characterized in that, The method includes: If the vehicle is in a preset emergency braking scenario, then when the preset emergency braking switch is detected to be triggered in the first triggering mode, the vehicle is subjected to pressure-building braking with the target braking force. If the vehicle is in a preset non-emergency braking scenario, then when the emergency brake switch is detected to be triggered in the second triggering mode, the vehicle is subjected to pressure-building braking with the target braking force; wherein, the triggering duration of the first triggering mode is less than the triggering duration of the second triggering mode; If the vehicle is not detected to decelerate to the target speed within a preset time period, the vehicle will be stopped using a preset braking method.

2. The method according to claim 1, characterized in that, The emergency brake switch is displayed as a virtual switch on the vehicle's touchscreen. When the vehicle is in the emergency braking scenario, the virtual switch switches to the current interface on the touch screen; When the vehicle is in the non-emergency braking scenario, the virtual switch is displayed on a sub-interface of the current interface.

3. The method according to claim 2, characterized in that, The virtual switch has a larger display area on the current interface than on the sub-interface.

4. The method according to claim 1, characterized in that, The vehicle is determined to be in a preset emergency braking scenario by any of the following methods: The current speed of the vehicle is determined. If the brake pedal of the vehicle is detected to be malfunctioning when the current speed is greater than a preset speed threshold, the vehicle is determined to be in a preset emergency braking scenario. Determine the rate at which the brake pedal is depressed, and if the rate at which the pedal is depressed reaches a preset rate, determine that the vehicle is in a preset emergency braking scenario. If a brake fluid leak is detected in the vehicle, the vehicle is determined to be in a preset emergency braking scenario. If the vehicle in front of the vehicle is detected to have stopped and the distance between the vehicle and the vehicle in front is less than a preset safe distance, the vehicle is determined to be in a preset emergency braking scenario.

5. The method according to any one of claims 1 to 4, characterized in that, Before applying the target braking force to the vehicle to build up pressure, the method further includes: Determine the target behavior when the emergency brake switch is triggered; Based on the target behavior, determine the target braking force corresponding to the target behavior.

6. The method according to claim 5, characterized in that, The emergency brake switch is displayed as a virtual switch on the vehicle's touchscreen, which displays a progress bar. The target action includes dragging the progress bar. The step of determining the target braking force corresponding to the target behavior based on the target behavior includes: Get the length by which the progress bar has been dragged; The target braking force corresponding to the dragging behavior is determined based on the length by which the progress bar is dragged; wherein the length by which the progress bar is dragged is positively correlated with the target braking force.

7. The method according to claim 5, characterized in that, The emergency brake switch is a physical switch located on the center console of the vehicle. The physical switch is a rotary switch, and the target behavior includes the rotation of the rotary switch. The step of determining the target braking force corresponding to the target behavior based on the target behavior includes: Determine the angle at which the rotary switch is rotated; The target braking force corresponding to the rotation behavior is determined based on the angle at which the rotary switch is rotated; wherein the angle at which the rotary switch is rotated is positively correlated with the target braking force.

8. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 7.

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