Method and device for determining priority of driver braking behavior, and driving assistance system

Abstract

The present application relates to a driver brake behavior priority judgment method, a driver brake behavior priority judgment device, a driving assistance system and a vehicle. The driver brake behavior priority judgment method comprises: determining whether to trigger an active brake behavior according to vehicle state data, vehicle environment data and driver input; in response to determining to trigger the active brake behavior, issuing an active brake request and a target brake deceleration; accepting the active brake request and the target brake deceleration, and controlling the motor to actively establish brake pressure; based on the target brake deceleration, calculating a target brake hydraulic pressure required for active pressure building, and initiating a detection operation to detect the master cylinder pressure of the vehicle; and determining whether the driver brake behavior priority occurs according to the target brake hydraulic pressure required for active pressure building and the master cylinder pressure. The method of the present application can accurately identify the actual brake force generated by the driver applying the brake and the brake force required to implement the active brake request.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a method for determining the priority of driver braking behavior, a device for determining the priority of driver braking behavior, a driving assistance system, and a vehicle. Background Technology

[0002] With the development of vehicle intelligence, driver assistance features have become increasingly common in automobiles. In driver assistance systems, active safety controllers typically need to determine whether driver braking has taken precedence to decide whether to hand over control of the vehicle to the driver. The current mainstream approach to determining driver braking priority involves the active safety controller comparing the active braking demand with brake pedal travel or master cylinder pressure obtained via the bus, usually using a calibrated threshold obtained through real-vehicle testing. Summary of the Invention

[0003] According to a first aspect of the present invention, a method for determining the priority of a driver's braking action is provided, comprising:

[0004] Based on the vehicle's status data, vehicle environment data, and driver input, determine whether to trigger active braking behavior;

[0005] In response to determining that active braking behavior has been triggered, an active braking request and a target braking deceleration are issued;

[0006] The system accepts the active braking request and the target braking deceleration, and controls the motor to actively build up braking pressure.

[0007] Based on the target braking deceleration, the target braking hydraulic pressure required for active pressure build-up is calculated, and a detection operation is initiated to detect the master cylinder pressure of the vehicle; and

[0008] Based on the target braking hydraulic pressure required for active pressure build-up and the master cylinder pressure, it is determined whether the driver's braking action should take priority.

[0009] Optionally, in the above determination method, the step of determining whether the driver's braking action takes priority includes:

[0010] If the master cylinder pressure exceeds the target braking hydraulic pressure required for active pressure build-up and the difference between the two reaches a preset threshold, then it is determined that the driver's braking behavior takes priority.

[0011] Optionally, in the above determination method, the step of calculating the target braking hydraulic pressure required for active pressure build-up includes:

[0012] Based on Newton's laws of motion and the mass of the vehicle, the target braking force required to achieve the active braking request is obtained.

[0013] Based on the target braking force required to achieve the active braking request, the vehicle's tire information, and braking system parameters, the target brake hydraulic pressure required to achieve the active braking request is calculated; and

[0014] The difference between the target braking hydraulic pressure required to achieve the active braking request and the actual wheel cylinder hydraulic pressure is processed to obtain the target braking hydraulic pressure required for active pressure build-up.

[0015] Optionally, in the above determination method, the step of calculating the target braking hydraulic pressure required for active pressure build-up includes:

[0016] The difference between the target braking deceleration and the actual deceleration of the vehicle is processed to obtain the braking deceleration required for active pressure build-up.

[0017] Based on Newton's laws of motion and the vehicle's mass, the target braking force required to achieve the active braking request is obtained; and

[0018] Based on the target braking force required to achieve the active braking request and the braking deceleration required for active pressure build-up, the target braking hydraulic pressure required for active pressure build-up is calculated.

[0019] According to a second aspect of the present invention, a method for determining the priority of a driver's braking action is provided, comprising:

[0020] Based on the vehicle's status data, vehicle environment data, and driver input, determine whether to trigger active braking behavior;

[0021] In response to determining that active braking behavior has been triggered, an active braking request and a target braking deceleration are issued;

[0022] The active braking request and the target braking deceleration are accepted, and the target braking deceleration is converted into the target braking hydraulic pressure required for active braking. Then, the target braking hydraulic pressure required for active braking is converted into the target pressure-building brake fluid flow rate.

[0023] Based on the target brake fluid flow rate for pressure build-up, the target motor speed required for active pressure build-up is calculated, and a detection operation is initiated to detect the target motor speed of the vehicle to achieve the driver's braking intention; and

[0024] Based on the target motor speed for achieving the driver's braking intention and the target motor speed required for active pressure build-up, it is determined whether the driver's braking behavior should take priority.

[0025] Optionally, in the above determination method, the step of determining whether the driver's braking action takes priority includes:

[0026] If the target motor speed for achieving the driver's braking intention exceeds the target motor speed required for active pressure build-up and the difference between the two reaches a preset threshold, then it is determined that the driver's braking behavior takes priority.

[0027] Optionally, the above-mentioned determination method includes:

[0028] The active safety control module is configured to determine whether to trigger active braking behavior based on vehicle status data, vehicle environment data and driver input, and in response to determining that active braking behavior is triggered, issue an active braking request and a target braking deceleration.

[0029] The vehicle stability control module is configured to accept the active braking request and the target braking deceleration, control the motor to enable the motor to actively build up braking pressure, calculate the target braking hydraulic pressure required for active pressure building based on the target braking deceleration, initiate a detection operation to detect the master cylinder pressure of the vehicle, and determine whether to prioritize driver braking behavior based on the target braking hydraulic pressure required for active pressure building and the master cylinder pressure.

[0030] According to a third aspect of the present invention, a device for determining the priority of driver braking behavior is provided, comprising:

[0031] The active safety control module is configured to determine whether to trigger active braking behavior based on vehicle status data, vehicle environment data and driver input, and in response to determining that active braking behavior is triggered, to issue an active braking request and a target braking deceleration.

[0032] An electronically controlled braking booster is configured to receive the active braking request and the target braking deceleration, and convert the target braking deceleration into a target braking hydraulic pressure required for active braking, and then convert the target braking hydraulic pressure required for active braking into a target pressure-building brake fluid flow rate. Based on the target pressure-building brake fluid flow rate, it calculates the target motor speed required for active pressure building, and initiates a detection operation to detect the target motor speed of the vehicle to achieve the driver's braking intention, and determines whether the driver's braking behavior should take priority based on the target motor speed to achieve the driver's braking intention and the target motor speed required for active pressure building.

[0033] According to a fourth aspect of the present invention, a driving assistance system is provided, comprising:

[0034] processor, and

[0035] A memory storing a program, the program including instructions that, when executed by the processor, cause the processor to perform the aforementioned method for prioritizing driver braking behavior.

[0036] According to a fourth aspect of the invention, a vehicle is provided that includes the aforementioned driving assistance system.

[0037] It can be understood that the driver braking behavior priority determination method according to the present invention can accurately identify the actual braking force generated by the driver's braking and the braking force required to achieve the active braking request in real time on the vehicle based on the received braking request and active braking request from the driver. By comparing the braking force applied by the driver with the braking force required for active braking, the upper-level active safety controller can accurately determine the driver's braking priority behavior. Attached Figure Description

[0038] The disclosure of this invention will become more readily understood with reference to the accompanying drawings. It will be readily understood by those skilled in the art that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this invention. Furthermore, similar numbers in the drawings are used to denote similar components, wherein:

[0039] Figure 1 A flowchart illustrating an embodiment of the driver braking behavior priority determination method disclosed in this invention is shown;

[0040] Figure 2 An exemplary vehicle architecture diagram is shown, illustrating a driver braking behavior priority determination device according to an embodiment of the present disclosure; and

[0041] Figure 3 A flowchart is shown for another embodiment of the driver braking behavior priority determination method disclosed in this invention. Detailed Implementation

[0042] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The terminology used in the description of the various examples in this disclosure is for the purpose of describing particular examples only and is not intended to be limiting. Unless the context clearly indicates otherwise, an element may be one or more unless specifically limited in number.

[0043] Figure 1 A flowchart of a method 100 for determining the priority of driver braking behavior according to an exemplary embodiment of the present disclosure is shown. (See also:) Figure 1In step 110, based on vehicle status data, vehicle environment data, and driver input, it is determined whether to trigger active braking. In step 120, in response to determining that active braking has been triggered, an active braking request and a target braking deceleration are issued. In step 130, the active braking request and the target braking deceleration are accepted, and the motor is controlled to actively build up braking pressure. In step 140, based on the target braking deceleration, the target braking hydraulic pressure required for active pressure building is calculated, and a detection operation is initiated to detect the master cylinder pressure of the vehicle. In step 150, based on the target braking hydraulic pressure required for active pressure building and the master cylinder pressure, it is determined whether driver braking behavior takes priority.

[0044] Figure 2 A vehicle architecture diagram showing the driver braking behavior priority determination device according to an embodiment of the present disclosure is illustrated. (Reference) Figure 2 The vehicle architecture typically involves an active safety control module 210, a vehicle stability control module 220, an electric braking booster 230, a camera 240, a radar 250, a wheel speed sensor 260, an inertia sensor 270, a human-machine interface system 280, a brake pedal (not shown), and travel and displacement sensors, etc. The driver braking behavior priority determination device according to embodiments of this disclosure may include the active safety control module 210, the vehicle stability control module 220, and / or the electric braking booster 230, etc.

[0045] For the purpose of explanation, the following will be combined with... Figure 1 and Figure 2 Description method 100.

[0046] In step 110, based on the vehicle's status data, vehicle environment data, and driver input, it is determined whether to trigger active braking. In some embodiments, step 110 is implemented by the active safety control module 210. Specifically, the active safety control module 210 includes an electronic control unit (ECU) for collecting vehicle status, environmental information, and driver input via the vehicle bus, and determining whether active braking needs to be triggered. If active braking is required, the active safety control module 210 issues an active braking request and target braking deceleration via the bus. The vehicle status data is obtained, for example, through wheel speed sensors 260 and inertia sensors 270. The wheel speed sensors 260 are connected to the vehicle stability control module 220 or the electric braking booster 230 via wiring harness to detect wheel speed pulses. The vehicle stability control module 220 or the electric braking booster 230 collects the pulse information from the wheel speed sensors 260, calculates the pulses, and outputs wheel speed signals via the vehicle bus. The inertial sensor 270 can be integrated into the airbag to identify and provide the vehicle's yaw rate and longitudinal acceleration, and transmit relevant information via a bus. Environmental information about the vehicle can typically be acquired using a camera 240 and radar 250. For example, the camera 240 can identify obstacles within the vehicle's travel range and transmit the information to the active safety control module 210; while the radar 250 can detect the relative distance and relative motion between the vehicle and obstacles and transmit the information to the active safety control module 210. Driver input can be achieved through a human-machine interface system 280, which supports interaction with the driver via text, indicator lights, and audio prompts. The brake pedal supports autonomous braking by the driver.

[0047] In step 120, in response to determining that active braking behavior is triggered, an active braking request and a target braking deceleration are issued. In some embodiments, step 120 is implemented by the active safety control module 210. After receiving environmental information collected from cameras, radars, etc., via the vehicle bus, vehicle information from other vehicle modules, and driver input information, the active safety control module 210 performs internal calculations to determine whether to trigger active braking behavior; after determining that active braking behavior is triggered, the active safety control module 210 issues an active braking request and a target braking deceleration via the bus.

[0048] In step 130, the active braking request and the target braking deceleration are accepted, and the motor is controlled to actively build braking pressure. In some embodiments, step 130 is implemented by the vehicle stability control module 220. The vehicle stability control module 220 is used to receive and execute the active braking request issued by the active safety control module 210, and to identify the driver's braking behavior and the active braking behavior. The vehicle stability control module 220 includes: an electronic control unit (ECU) for receiving the active braking request on the bus; a valve body and a motor for responding to the ECU's command control to actively build pressure; and a master cylinder pressure sensor for constantly detecting the master cylinder pressure. When the driver applies braking through the brake pedal, the master cylinder pressure sensor can identify the braking intensity applied by the driver through the detected master cylinder pressure and output it to the ECU for closed-loop control, while the vehicle stability control module 220 can output the master cylinder pressure to the bus for use by other vehicle controllers. The fact that the vehicle stability control module 220 accepts the active braking request and the target braking deceleration indicates that the vehicle stability control module 220 can execute the active braking request of the active safety control module 210.

[0049] In step 140, based on the target braking deceleration, the target braking hydraulic pressure required for active pressure build-up is calculated, and a detection operation is initiated to detect the master cylinder pressure of the vehicle. In some embodiments, step 140 is implemented by the vehicle stability control module 220. When the driver applies the brakes through the brake pedal, the master cylinder pressure generated by the driver's braking can be detected. Subsequently, the vehicle stability control module 220 can transmit the master cylinder pressure detected by the internal sensors and the internally calculated target braking hydraulic pressure required for active pressure build-up to the active safety control module 210 via a bus signal. The active safety control module 210 can then set a threshold for prioritizing the driver's braking behavior and make further decisions. Alternatively, the vehicle stability control module 210 can also send the master cylinder pressure and the target braking hydraulic pressure required for active pressure build-up to the active safety control module via a bus signal, allowing the active safety control module to determine whether the driver's braking behavior has been prioritized.

[0050] In the above embodiment, step 140, the step of calculating the target braking hydraulic pressure required for active pressure build-up, includes:

[0051] Based on Newton's laws of motion and the mass of the vehicle, the target braking force required to achieve the active braking request is obtained.

[0052] Based on the target braking force required to achieve the active braking request, the vehicle's tire information, and braking system parameters, the target brake hydraulic pressure required to achieve the active braking request is calculated; and

[0053] The difference between the target braking hydraulic pressure required to achieve the active braking request and the actual wheel cylinder hydraulic pressure is processed to obtain the target braking hydraulic pressure required for active pressure build-up.

[0054] As an alternative, the step of calculating the target braking hydraulic pressure required for active pressure build-up includes:

[0055] The difference between the target braking deceleration and the actual deceleration of the vehicle is processed to obtain the braking deceleration required for active pressure build-up.

[0056] Based on Newton's laws of motion and the vehicle's mass, the target braking force required to achieve the active braking request is obtained; and

[0057] Based on the target braking force required to achieve the active braking request and the braking deceleration required for active pressure build-up, the target braking hydraulic pressure required for active pressure build-up is calculated.

[0058] It should be noted that the vehicle stability control module 220 receives the target braking deceleration requested by the active safety control module 210 on the vehicle bus and internally calculates the target braking hydraulic pressure required to achieve the target braking deceleration. Specifically, based on Newton's laws of motion and the vehicle's mass, it calculates the target braking force required to achieve the target braking deceleration. Then, combining the vehicle's wheel size information, braking system conversion efficiency, etc., it calculates the target braking hydraulic pressure required to achieve the active braking request or the target braking deceleration. The difference between this target braking hydraulic pressure and the actual wheel cylinder hydraulic pressure at this time is obtained to get the target braking hydraulic pressure required for active pressure building. Alternatively, after receiving the target braking deceleration from the active safety control module 210, it can subtract the current vehicle's actual deceleration and take the difference to obtain the braking deceleration required for active pressure building. Based on Newton's laws of motion and the vehicle's mass, it obtains the target braking force required for active pressure building and further calculates the target braking hydraulic pressure required for active pressure building.

[0059] In step 150, based on the target brake hydraulic pressure required for active pressure build-up and the master cylinder pressure, it is determined whether driver braking behavior priority has occurred. In some embodiments, step 150 is implemented by the vehicle stability control module 220. Further, the step of determining whether driver braking behavior priority has occurred includes: if the master cylinder pressure exceeds the target brake hydraulic pressure required for active pressure build-up and the difference between the two reaches a preset threshold, then it is determined that driver braking behavior priority has occurred.

[0060] In the above-described method and apparatus for determining the priority of driver braking behavior according to the present invention, the active safety control module 210 determines whether to initiate active braking based on the collected vehicle information, environmental information, and driver input. The vehicle stability control module 220 executes the active braking request, drives the motor to work and actively builds pressure, and identifies the priority of the driver's braking behavior during the active pressure building process. The driver's braking behavior is then transmitted to the active safety control module via a bus signal to support further decision-making at the upper level.

[0061] Those skilled in the art will readily understand that the method for determining whether driver braking behavior is prioritized by comparing the master cylinder pressure detected by the master cylinder pressure sensor with the target brake hydraulic pressure required for active pressure build-up can be implemented not only by the vehicle stability control module 220, but also by other controllers described in this disclosure; the algorithm for determining driver braking behavior priority by comparing the master cylinder pressure with the target brake hydraulic pressure required for active pressure build-up can be executed by the vehicle stability control module, the active safety control module, or other controllers.

[0062] Figure 3 A flowchart of a driver braking behavior priority determination method 300 according to an exemplary embodiment of the present disclosure is shown.

[0063] In step 310, based on vehicle status data, vehicle environment data, and driver input, it is determined whether to trigger active braking. In step 320, in response to determining that active braking has been triggered, an active braking request and a target braking deceleration are issued. In step 330, the active braking request and the target braking deceleration are accepted, and the target braking deceleration is converted into a target brake fluid pressure required for active braking, and then the target brake fluid pressure required for active braking is converted into a target brake fluid flow rate for pressure building. In step 340, based on the target brake fluid flow rate for pressure building, the target motor speed required for active pressure building is calculated, and a detection operation is initiated to detect the target motor speed of the vehicle to achieve the driver's braking intention. In step 350, based on the target motor speed to achieve the driver's braking intention and the target motor speed required for active pressure building, it is determined whether driver braking should take priority.

[0064] For the purpose of explanation, the following will be combined with... Figure 3 and Figure 2 Description method 300.

[0065] In step 310, based on the vehicle's status data, vehicle environment data, and driver input, it is determined whether to trigger active braking. In some embodiments, step 310 is implemented by the active safety control module 210. Specifically, the active safety control module 210 includes an electronic control unit (ECU) for collecting vehicle status, environmental information, and driver input via the vehicle bus, determining whether active braking needs to be triggered, and issuing an active braking request and target braking deceleration via the bus.

[0066] In step 320, in response to determining that active braking behavior is triggered, an active braking request and a target braking deceleration are issued. In some embodiments, step 320 is implemented by the active safety control module 210. After receiving environmental information collected from cameras, radars, etc., via the vehicle bus, vehicle information from other vehicle modules, and driver input information, the active safety control module 210 performs internal calculations to determine whether to trigger active braking behavior; after determining that active braking behavior is triggered, the active safety control module 210 issues an active braking request and a target braking deceleration via the bus.

[0067] In step 330, the active braking request and the target braking deceleration are received, and the target braking deceleration is converted into the target braking hydraulic pressure required for active braking. Then, the target braking hydraulic pressure required for active braking is converted into the target brake fluid flow rate for pressure build-up. In some embodiments, step 330 is implemented by the electronically controlled braking booster 230. The electronically controlled braking booster 230 is used to receive and execute active braking requests, and to identify driver braking behavior and active braking behavior. The electronically controlled braking booster 230 includes: an electronic control unit (ECU) for controlling the braking applied by the driver and receiving active braking requests and target braking deceleration or target brake flow rate; a motor for rapidly building pressure in response to ECU commands; stroke and displacement sensors for detecting the driver's braking input; and a master cylinder, brake fluid reservoir, and other sensors. The electronically controlled braking booster 230 receives the target braking request on the bus. This target braking request can come directly from the active safety control module or from a target braking request assigned by the vehicle stability control module. The electric braking booster 230 accepts the active braking request and the target braking deceleration, indicating that the electric braking booster 230 can execute the active braking request of the active safety control module 210.

[0068] In step 340, based on the target brake fluid flow rate for pressure build-up, the target motor speed required for active pressure build-up is calculated, and a detection operation is initiated to detect the target motor speed of the vehicle for achieving the driver's braking intention. In some embodiments, step 340 is implemented by the electronically controlled brake booster 230.

[0069] It should be noted that the electric braking booster 230 includes: a decoupled electric braking booster and a non-decoupled electric braking booster. For the decoupled electric braking booster, its master cylinder has no mechanical connection to the brake pedal. When the driver depresses the brake pedal, the decoupled electric braking booster calculates the target motor speed to achieve the driver's braking intention based on the driver's input detected by the sensor and through internal calculations. For the non-decoupled electric braking booster, its master cylinder is connected to the brake pedal via an input push rod. When the driver depresses the brake pedal, the non-decoupled electric braking booster calculates the target motor speed that follows the driver's brake pedal input stroke based on the stroke and displacement sensor changes of the input push rod. Further internal calculations yield a target motor speed based on closed-loop control, which serves as the target motor speed to achieve the driver's braking intention.

[0070] In step 350, based on the target motor speed for achieving the driver's braking intention and the target motor speed required for active pressure build-up, it is determined whether the driver's braking behavior takes priority. In some embodiments, step 350 is implemented by the electric braking booster 230. Specifically, the step of determining whether the driver's braking behavior takes priority includes: if the target motor speed for achieving the driver's braking intention exceeds the target motor speed required for active pressure build-up and the difference between the two reaches a preset threshold, then it is determined that the driver's braking behavior takes priority. The electric braking booster 230 sends this information to the active safety control module 210 via the bus, supporting the upper layer's judgment of the driver's behavior and intention. In addition, the electric braking booster can also send the target motor speed for achieving the driver's braking intention and the target motor speed required for active pressure build-up to the active safety control module via the vehicle bus, so that the active safety control module can independently determine the driver's braking behavior and intention.

[0071] In the above-described method and apparatus for determining the priority of driver braking behavior according to the present invention, the active safety control module 210 determines whether to initiate active braking based on the collected vehicle information, environmental information, and driver input. The electric braking booster 230 executes the active braking request, drives the motor to work and actively builds pressure, and identifies the priority of the driver's braking behavior during the active pressure building process. The driver's braking behavior is then transmitted to the active safety control module via a bus signal to support further decision-making at the upper level.

[0072] Those skilled in the art will readily understand that the method for determining whether the driver's braking behavior takes priority by comparing the target motor speed for achieving the driver's braking intention with the target motor speed required for active pressure build-up is not limited to an electric braking booster, but can be any other controller described herein; the algorithm for determining the priority of the driver's braking behavior by comparing the target motor speed for achieving the driver's braking intention with the target motor speed required for active pressure build-up can be implemented by an electric braking booster, an active safety control module, or other controllers.

[0073] In short, both the vehicle stability control module and the electric braking booster can be brake control actuators for active braking. When the vehicle stability control module and the electric braking booster execute active braking requests separately, they can each determine whether the driver's braking action takes priority according to the above logic. That is, the vehicle stability control module and the electric braking booster, as brake control actuators for active braking, accurately identify the braking force applied by the driver and the braking force of active braking based on the detection values ​​of internal sensors and internal calculation values. By comparing these values, they determine whether the driver's braking action takes priority and transmit this information to the upper-level active safety control module to support its further decision-making.

[0074] Of course, the vehicle stability control module and the electric braking booster can also be in a master-slave braking control structure, that is, in a master-slave braking control system, active pressure is built up in a relay or parallel manner. For a master-slave braking control system, the vehicle stability control module 220 receives braking requests from the active safety control module 210 on the bus. The vehicle stability module 220 and the electric braking booster 230 can then actively build up pressure in a relay manner, or the vehicle stability control system and the electric braking booster can actively build up pressure in parallel. The connection between the electric braking booster 230 and the vehicle stability control module 220 and the active safety control module 210 can use a dual-bus communication redundancy design. In the master-slave braking control system, the vehicle stability control module compares the braking hydraulic pressure generated by the driver's braking with the internally calculated active braking target hydraulic pressure to determine whether the driver's braking behavior takes priority; or the active safety control module can receive internal signals from the vehicle stability control module and the electric braking booster to determine whether the driver's braking behavior takes priority.

[0075] Preferably, the method for determining whether the driver's braking behavior takes priority by comparing the brake hydraulic pressure generated by the driver's braking in the master-slave braking control system with the internally calculated active braking target brake hydraulic pressure can be implemented not only by the vehicle stability control module and the electric braking booster, but also by other controllers described in this disclosure; the algorithm for determining the driver's braking behavior priority by comparing the brake hydraulic pressure generated by the driver's braking in the master-slave braking control system with the internally calculated active braking target brake hydraulic pressure can be executed by the vehicle stability control module, the active safety control module, or other controllers.

[0076] The present invention also proposes a driving assistance system, the driving assistance system comprising: a processor, and a memory storing a program, the program comprising instructions, which, when executed by the processor, cause the processor to perform the above-described method for prioritizing driver braking behavior.

[0077] Furthermore, while specific functions have been discussed above with reference to specific modules, it should be noted that the functions of the modules discussed herein can be divided into multiple modules, and / or at least some functions of multiple modules can be combined into a single module. The specific actions performed by the modules discussed herein include the specific module itself performing the action, or alternatively, the specific module calling or otherwise accessing another component or module that performs the action (or performs the action in conjunction with the specific module). Therefore, a specific module performing an action can include the specific module performing the action itself and / or another module that performs the action, called or otherwise accessed by the specific module.

[0078] More generally, this article can describe various technologies within the general context of software and hardware components or program modules. The above regarding... Figure 2 The various modules described can be implemented in hardware or in hardware in combination with software and / or firmware. For example, these modules can be implemented as computer program code / instructions configured to execute in one or more processors and stored in a computer-readable storage medium. Alternatively, these modules can be implemented as hardware logic / circuit. For example, in some embodiments, one or more of the active safety control module 210 and the vehicle stability control module 220 can be implemented together in a system-on-a-chip (SoC). The SoC may include an integrated circuit chip (which includes a processor (e.g., a central processing unit (CPU), microcontroller, microprocessor, digital signal processor (DSP), etc.), memory, one or more communication interfaces, and / or one or more components of other circuitry) and may optionally execute received program code and / or include embedded firmware to perform functions.

[0079] The vehicle may also include one or more controllers. Controllers may include processors that communicate with various types of computer-readable storage devices or media, such as a central processing unit (CPU) or a graphics processing unit (GPU), or other dedicated processors. Computer-readable storage devices or media may include any non-transitory storage device, which can be any storage device that is non-transitory and capable of storing data, and may include, but is not limited to, disk drives, optical storage devices, solid-state storage, floppy disks, flexible disks, hard disks, magnetic tapes or any other magnetic media, optical discs or any other optical media, read-only memory (ROM), random access memory (RAM), cache memory and / or any other memory chips or cartridges, and / or any other media from which a computer can read data, instructions, and / or code.

[0080] The present invention also proposes a vehicle that includes the aforementioned driving assistance system. In this document, by way of non-limiting example, the vehicle is considered to be of the type of motor vehicle, such as an automobile, bus, truck, or commercial vehicle. However, this disclosure is not limited to this type of vehicle. This disclosure relates to any type of land vehicle that can be moved and driven on the ground and can be parked or moved out of a parking area.

[0081] In summary, the driver braking behavior priority determination method of the present invention can accurately identify the actual braking force generated by the driver's braking and the braking force required to achieve the active braking request in real time on the vehicle based on the received braking requests and active braking requests from the driver. By comparing the braking force applied by the driver with the braking force required for active braking, the upper-level active safety controller can accurately determine the driver's braking priority behavior.

[0082] The foregoing examples illustrate in detail the driver braking behavior priority determination method, driver braking behavior priority determination device, driving assistance system, and vehicle of the present invention. These examples are merely for illustrating the principles and implementation methods of the present invention and are not intended to limit the invention. Various modifications and improvements can be made by those skilled in the art without departing from the spirit and scope of the invention. Therefore, all equivalent technical solutions should fall within the scope of the present invention and be defined by the claims of the present invention.

Claims

1. A method for determining the priority of a driver's braking action, characterized in that, It includes: Based on the vehicle's status data, vehicle environment data, and driver input, determine whether to trigger active braking behavior; In response to determining that active braking behavior has been triggered, an active braking request and a target braking deceleration are issued; The system accepts the active braking request and the target braking deceleration, and controls the motor to actively build up braking pressure. Based on the target braking deceleration, the target braking hydraulic pressure required for active pressure build-up is calculated, and a detection operation is initiated to detect the master cylinder pressure of the vehicle; and Based on the target braking hydraulic pressure required for active pressure build-up and the master cylinder pressure, it is determined whether driver braking behavior should take priority. The steps for calculating the target braking hydraulic pressure required for active pressure build-up include: Based on Newton's laws of motion and the mass of the vehicle, the target braking force required to achieve the active braking request is obtained. Based on the target braking force required to achieve the active braking request, the vehicle's tire information, and braking system parameters, the target brake hydraulic pressure required to achieve the active braking request is calculated; and The difference between the target braking hydraulic pressure required to achieve active braking and the actual wheel cylinder hydraulic pressure is calculated to obtain the target braking hydraulic pressure required for active pressure build-up; or The steps for calculating the target braking hydraulic pressure required for active pressure build-up include: The difference between the target braking deceleration and the actual deceleration of the vehicle is processed to obtain the braking deceleration required for active pressure build-up. Based on Newton's laws of motion and the vehicle's mass, the target braking force required to achieve the active braking request is obtained; and Based on the target braking force required to achieve the active braking request and the braking deceleration required for active pressure build-up, the target braking hydraulic pressure required for active pressure build-up is calculated.

2. The judgment method according to claim 1, characterized in that, The steps for determining whether driver braking behavior takes priority include: If the master cylinder pressure exceeds the target braking hydraulic pressure required for active pressure build-up and the difference between the two reaches a preset threshold, then it is determined that the driver's braking behavior takes priority.

3. A device for determining the priority of driver braking behavior, characterized in that, The determining device is used to implement the method for determining the priority of driver braking behavior according to claim 1 or 2, and includes: The active safety control module is configured to determine whether to trigger active braking behavior based on vehicle status data, vehicle environment data and driver input, and in response to determining that active braking behavior is triggered, issue an active braking request and a target braking deceleration. The vehicle stability control module is configured to accept the active braking request and the target braking deceleration, control the motor to enable the motor to actively build up braking pressure, calculate the target braking hydraulic pressure required for active pressure building based on the target braking deceleration, initiate a detection operation to detect the master cylinder pressure of the vehicle, and determine whether to prioritize driver braking behavior based on the target braking hydraulic pressure required for active pressure building and the master cylinder pressure.

4. A driving assistance system, characterized in that, It includes: processor, and A memory storing a program, the program including instructions that, when executed by the processor, cause the processor to perform the method for determining the priority of driver braking behavior according to claim 1 or 2.

5. A vehicle, characterized in that, It includes the driving assistance system according to claim 4.

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