A method, apparatus and electronic device for vehicle braking

Abstract

Embodiments of the present application provide a vehicle braking method, device and electronic equipment. The vehicle braking method comprises the following steps: obtaining state data of the vehicle; determining whether the vehicle is in a deceleration state according to the state data of the vehicle; if the vehicle is in the deceleration state, determining whether to switch from the current auxiliary braking mode to the manual braking mode according to an artificial braking pressure value and an auxiliary braking pressure value; the artificial braking pressure value is a pressure value generated when a manual braking pedal is stepped on, and the auxiliary braking pressure value is a pressure value generated when the auxiliary braking system is used for auxiliary braking; if yes, switching from the current auxiliary braking mode to the manual braking mode. In this way, the vehicle braking mode is switched from the auxiliary braking mode to the manual braking mode only when the artificial braking force is sufficient when the vehicle is decelerating, so that the risk of collision is reduced.

Description

Technical Field

[0001] This application relates to the field of auxiliary braking technology, and more specifically to a method, device and electronic equipment for vehicle braking. Background Technology

[0002] With the development of assisted braking technology, more and more vehicles are now able to implement assisted braking functions. Assisted braking can control the vehicle's braking while driving to reduce the risk of collisions. In emergency situations, drivers may also take active braking measures, such as pressing the brake pedal. In this case, the driving mode can be switched from assisted braking mode to manual braking mode.

[0003] However, currently, when a vehicle decelerates, the condition for switching from assisted braking mode to manual braking mode is based solely on monitoring whether the vehicle is in a manual braking state or the amount of brake pedal displacement. Once this is determined, manual braking is considered to be in control, and assisted braking mode is directly disengaged. However, due to differences in brake pedal tightness among different vehicles, the manual braking state and brake pedal displacement cannot reflect the driver's sufficient braking force. This can easily lead to the sudden release of the deceleration request in assisted braking mode. When the driver's manual braking force is insufficient, it may cause a temporary loss of braking force, thereby increasing the risk of a collision. Summary of the Invention

[0004] In view of this, this application provides a method, apparatus and electronic device for vehicle braking.

[0005] In a first aspect, embodiments of this application provide a method for vehicle braking, the method being applied to a vehicle, the vehicle including an auxiliary braking system, the method comprising the following steps:

[0006] Obtain vehicle status data;

[0007] The system determines whether the vehicle is decelerating based on its status data. If the vehicle is decelerating, it determines whether to switch from the current auxiliary braking mode to manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value. The manual braking pressure value is the pressure value generated when the manual brake pedal is pressed, and the auxiliary braking pressure value is the pressure value generated when the auxiliary braking system applies auxiliary braking.

[0008] If so, the current auxiliary braking mode will be switched to manual braking mode.

[0009] In one possible implementation of the first aspect, the vehicle state data includes one or more of the following: braking state, brake pedal displacement, brake pedal duration, manual braking pressure value, auxiliary braking pressure value, vehicle speed, and vehicle acceleration.

[0010] In one possible implementation of the first aspect, the method further includes:

[0011] If not, maintain the current auxiliary braking mode.

[0012] In one possible implementation of the first aspect, determining whether to switch from the current auxiliary braking mode to the manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value includes:

[0013] Determine the difference threshold and / or ratio threshold;

[0014] If the difference between the manual braking pressure value and the auxiliary braking pressure value is greater than the difference threshold, and / or the ratio of the manual braking pressure value to the auxiliary braking pressure value is greater than the ratio threshold, then it is determined to switch from the current auxiliary braking mode to the manual braking mode.

[0015] Alternatively, if the difference between the manual braking pressure value and the auxiliary braking pressure value is less than a difference threshold, and / or the ratio of the manual braking pressure value to the auxiliary braking pressure value is less than a ratio threshold, then the current auxiliary braking mode is maintained.

[0016] In one possible implementation of the first aspect, determining the difference threshold and / or ratio threshold includes:

[0017] Obtain the absolute value of the vehicle's acceleration during deceleration, as well as the first preset acceleration threshold, the second preset acceleration threshold, and the third preset acceleration threshold;

[0018] When the absolute value of the vehicle's acceleration during deceleration is less than a first preset acceleration threshold, the first difference threshold is determined as the difference threshold, and / or the first ratio threshold is determined as the ratio threshold;

[0019] When the absolute value of the vehicle's acceleration during deceleration is greater than or equal to the first preset acceleration threshold and less than the second preset acceleration threshold, the second difference threshold is determined as the difference threshold, and / or the second ratio threshold is determined as the ratio threshold;

[0020] When the absolute value of the vehicle's acceleration during deceleration is greater than or equal to the second preset acceleration threshold, the third difference threshold is determined as the difference threshold, and / or the third ratio threshold is determined as the ratio threshold;

[0021] Among them, the first difference threshold is less than the second difference threshold, the second difference threshold is less than the third difference threshold; the first ratio threshold is less than the second ratio threshold, and the second ratio threshold is less than the third ratio threshold.

[0022] In one possible implementation of the first aspect, before determining whether the vehicle is in a deceleration state based on the vehicle's state data, the method further includes:

[0023] When the status data includes the manual braking pressure value, the preset maximum manual braking threshold is obtained;

[0024] Determining whether a vehicle is decelerating based on its status data includes:

[0025] If the manual braking pressure value is not greater than the preset maximum manual braking threshold, the vehicle status data will be used to determine whether the vehicle is in a deceleration state.

[0026] In one possible implementation of the first aspect, before determining whether the vehicle is in a deceleration state based on the vehicle's state data, the method further includes:

[0027] When the status data does not include the manual braking pressure value, obtain the preset maximum manual braking threshold and the manual braking pressure value;

[0028] Determining whether a vehicle is decelerating based on its status data includes:

[0029] If the manual braking pressure value is not greater than the preset maximum manual braking threshold, the vehicle status data will be used to determine whether the vehicle is in a deceleration state.

[0030] In one possible implementation of the first aspect, the method further includes:

[0031] If the manual braking pressure value exceeds the preset maximum manual braking threshold, the current auxiliary braking mode will be switched to manual braking mode.

[0032] In one possible implementation of the first aspect, determining whether the vehicle is in a deceleration state based on vehicle state data, and if the vehicle is in a deceleration state, then determining the auxiliary braking pressure value includes:

[0033] If the status data does not include the manual braking pressure value, and / or if the status data does not include the auxiliary braking pressure value, determine whether the vehicle is in a deceleration state based on the vehicle's status data. If the vehicle is in a deceleration state, determine the manual braking pressure value and / or determine the auxiliary braking pressure value.

[0034] In one possible implementation of the first aspect, before determining whether the vehicle is in a deceleration state based on the vehicle's state data, the method further includes:

[0035] When the status data includes the brake pedal displacement, a preset maximum displacement threshold is obtained;

[0036] Determining whether a vehicle is decelerating based on its status data includes:

[0037] If the brake pedal displacement is not greater than the preset maximum displacement threshold, the vehicle status data will be used to determine whether the vehicle is decelerating.

[0038] In one possible implementation of the first aspect, before determining whether the vehicle is in a deceleration state based on the vehicle's state data, the method further includes:

[0039] When the status data does not include the brake pedal displacement, obtain the preset maximum displacement threshold and the brake pedal displacement.

[0040] Determining whether a vehicle is decelerating based on its status data includes:

[0041] If the brake pedal displacement is not greater than the maximum displacement threshold, the vehicle's status data will be used to determine whether the vehicle is decelerating.

[0042] In one possible implementation of the first aspect, the method further includes:

[0043] If the brake pedal displacement exceeds the preset maximum displacement threshold, the current auxiliary braking mode will be switched to manual braking mode.

[0044] In one possible implementation of the first aspect, the method further includes: if the vehicle is not in a deceleration state, determining whether to switch from the current auxiliary mode to the manual braking mode based on the brake pedal displacement amount and displacement threshold and / or displacement time threshold, wherein the brake pedal displacement amount is the displacement amount generated by the manual braking pedal.

[0045] In one possible implementation of the first aspect, determining whether to switch from the current assisted braking mode to manual braking mode based on the brake pedal displacement and a displacement threshold and / or a displacement time threshold includes:

[0046] Determine the first displacement threshold, the second displacement threshold, and the displacement-time threshold;

[0047] If the brake pedal displacement is less than the first displacement threshold, then the current assist mode will be maintained.

[0048] If the brake pedal displacement is greater than the second displacement threshold, or if the brake pedal displacement is less than the second displacement threshold but greater than the first displacement threshold, and the brake pedal duration reaches a preset first time, then it is determined to switch from the current auxiliary mode to the manual braking mode.

[0049] Secondly, embodiments of this application provide a vehicle braking device, comprising:

[0050] The acquisition unit is used to acquire vehicle status data;

[0051] The judgment unit is used to determine whether the vehicle is in a deceleration state based on the vehicle's status data. If the vehicle is in a deceleration state, it determines whether to switch from the current auxiliary braking mode to the manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value. The manual braking pressure value is the pressure value generated when the manual brake pedal is pressed in advance, and the auxiliary braking pressure value is the pressure value generated when the auxiliary braking system performs assisted braking in advance.

[0052] The switching unit is used to switch from the current auxiliary braking mode to the manual braking mode if the condition is met.

[0053] Thirdly, embodiments of this application provide an electronic device, including a memory for storing computer program instructions and a processor for executing the program instructions, wherein when the computer program instructions are executed by the processor, the electronic device is triggered to execute the method of the first aspect of embodiments of this application.

[0054] Fourthly, embodiments of this application provide a computer-readable storage medium including a stored program, wherein the program controls the device where the computer-readable storage medium is located to execute the method of embodiments of this application during runtime.

[0055] The solution provided in this application determines whether to switch from the current auxiliary braking mode to manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value. If so, the switch proceeds from auxiliary braking mode to manual braking mode. This ensures that the switch only occurs when the manual braking force is sufficient during vehicle deceleration, thus preventing a sudden release of the auxiliary braking mode and insufficient manual braking force, which could lead to a temporary loss of braking force and reduce the risk of a collision. Furthermore, this application does not rely on brake pedal displacement as in related technologies to determine whether to switch from the current auxiliary braking mode to manual braking mode. This avoids the problem of brake pedal displacement not accurately reflecting the sufficiency of manual braking force due to differences in brake pedal tightness between different vehicles. Attached Figure Description

[0056] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0057] Figure 1 This is a schematic diagram of a vehicle braking method provided in an embodiment of this application;

[0058] Figure 2This application provides a method for determining whether to switch from the current assisted braking mode to manual braking mode.

[0059] Figure 3 This application provides a method for determining a difference threshold and / or a ratio threshold.

[0060] Figure 4 This is a schematic diagram of a vehicle braking method provided in an embodiment of this application;

[0061] Figure 5 A vehicle braking device provided in an embodiment of this application;

[0062] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0063] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0064] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0065] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0066] It should be understood that the term "and / or" used in this article 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, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0067] In related technologies, vehicles equipped with auxiliary braking systems can control vehicle braking in emergency situations. In such situations, the driver may also brake the vehicle by controlling the brake pedal. Some technologies determine whether to switch from auxiliary braking to manual braking by monitoring whether the vehicle is in a manual braking state. However, this method is prone to disengaging from auxiliary braking mode as soon as the driver controls the brake pedal, resulting in insufficient braking force and increasing the risk of collision. Other technologies determine whether to switch from auxiliary braking to manual braking by acquiring the brake pedal displacement and comparing it to a displacement threshold. However, due to differences in vehicle model, age, and other factors, the tightness of the brake pedal varies. Therefore, reaching the displacement threshold does not accurately reflect sufficient braking force from the driver. There is still a risk of a collision due to a temporary loss of braking force caused by insufficient braking force from the driver but the auxiliary braking system disengaging.

[0068] To address the aforementioned problems, this application provides a method, apparatus, and electronic device for vehicle braking. It determines whether to switch from the current auxiliary braking mode to manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value. If so, it switches from auxiliary braking mode to manual braking mode. This ensures that during vehicle deceleration, the switch from auxiliary braking mode to manual braking mode only occurs when the manual braking force is sufficient. This reduces the risk of a sudden release of auxiliary braking force coupled with insufficient manual braking force, leading to a temporary loss of braking power and thus reducing the risk of a collision. A detailed description follows.

[0069] See Figure 1 This is a schematic diagram illustrating a vehicle braking method provided in an embodiment of this application. The vehicle braking method provided in this application is applied to a vehicle, which includes an auxiliary braking system, such as... Figure 1 As shown, the method involves the following steps:

[0070] Step S101: Obtain vehicle status data.

[0071] Vehicle status data reflects the current state of the vehicle, and the auxiliary braking system can determine whether the vehicle is decelerating based on the vehicle status data.

[0072] In step S101, the vehicle status data includes one or more of the following: braking status, brake pedal displacement, brake pedal duration, manual braking pressure value, auxiliary braking pressure value, vehicle speed, and vehicle acceleration.

[0073] In some embodiments, vehicle status data can be obtained by monitoring the vehicle's tires, brake pedal, brake linkage, etc. For example, sensors can be installed on the vehicle tires to determine the vehicle speed and / or vehicle acceleration based on the tire rotation speed. Alternatively, sensors can be installed on the brake pedal or brake linkage to determine the braking state, brake pedal displacement, brake pedal duration, manual braking pressure value, auxiliary braking pressure value, etc., based on the force applied to the sensors.

[0074] It should be noted that the above are just examples illustrating a few possible vehicle status data. In fact, as long as it is possible to determine whether the vehicle is in a deceleration state based on the status data, the parameters contained in the status data are acceptable in the embodiments of this application.

[0075] Step S102: Determine whether the vehicle is in a deceleration state based on the vehicle's status data. If the vehicle is in a deceleration state, determine whether to switch from the current auxiliary braking mode to the manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value.

[0076] Among them, the manual braking pressure value is the pressure value generated when manually braking with the brake pedal, and the auxiliary braking pressure value is the pressure value generated when the auxiliary braking system assists in braking.

[0077] In other words, if the vehicle is decelerating, it can be determined whether to switch from the current auxiliary braking mode to manual braking mode by comparing the manual braking pressure value and the auxiliary braking pressure value. For example, the magnitude of the manual braking pressure value and the auxiliary braking pressure value can be compared to determine whether to switch from the current auxiliary braking mode to manual braking mode. When the manual braking pressure value is larger, it can be considered that the manual braking force is sufficient, and the risk of temporary loss of braking force even if the auxiliary braking mode is disengaged is small. Therefore, the risk of collision when switching from the current auxiliary braking mode to manual braking mode is small, and it can be determined to switch from the current auxiliary braking mode to manual braking mode.

[0078] In some embodiments, when the vehicle status data includes braking status, in step S102, determining whether the vehicle is in a deceleration state based on the vehicle status data includes: if the vehicle is in a braking state, then the vehicle is in a deceleration state; otherwise, the vehicle is not in a deceleration state.

[0079] In some embodiments, when the vehicle state data includes vehicle acceleration, step S102, determining whether the vehicle is in a deceleration state based on the vehicle state data, includes: if the vehicle acceleration is negative, then the vehicle is in a deceleration state; otherwise, the vehicle is not in a deceleration state.

[0080] It should be noted that when the vehicle status data includes one or more of the following: brake pedal displacement, brake pedal duration, auxiliary braking pressure value, and manual braking pressure value, if one or more of these values ​​are not zero, the vehicle is in a deceleration state. Conversely, if none of these values ​​are zero, it cannot be determined that the vehicle is not in a deceleration state. For example, if the brake pedal displacement, brake pedal duration, and manual braking pressure value are all zero, the auxiliary braking system may still be in a deceleration state. Furthermore, when the auxiliary braking system is braking, it may only control the brake linkage or only control the brake disc, without controlling the brake pedal. In this case, the vehicle may be in a deceleration state.

[0081] As one possible implementation, such as Figure 2 As shown, the above-mentioned determination of whether to switch from the current auxiliary braking mode to manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value includes:

[0082] S121: Determine the difference threshold and / or ratio threshold.

[0083] S122: If the difference between the manual braking pressure value and the auxiliary braking pressure value is greater than the difference threshold, and / or the ratio of the manual braking pressure value to the auxiliary braking pressure value is greater than the ratio threshold, then it is determined to switch from the current auxiliary braking mode to the manual braking mode.

[0084] Alternatively, if the difference between the manual braking pressure value and the auxiliary braking pressure value is less than a difference threshold, and / or the ratio of the manual braking pressure value to the auxiliary braking pressure value is less than a ratio threshold, then the current auxiliary braking mode is maintained.

[0085] In other words, when the difference between the manual braking pressure and the auxiliary braking pressure is greater than the difference threshold, it indicates that the manual braking pressure is sufficient. In this case, switching from the current auxiliary braking mode to the manual braking mode carries a low risk of collision, so it is determined to switch from the current auxiliary braking mode to the manual braking mode. Conversely, when the difference between the manual braking pressure and the auxiliary braking pressure is less than the difference threshold, it indicates that the manual braking pressure is insufficient. In this case, switching from the current auxiliary braking mode to the manual braking mode carries a low risk of collision, so it is determined to maintain the current auxiliary braking mode.

[0086] In some embodiments, a pressure sensor is installed on the brake pedal, and the manual braking pressure value is obtained based on the reading of the pressure sensor.

[0087] In some embodiments, the auxiliary braking system issues an auxiliary braking request to control vehicle braking and obtains the auxiliary braking pressure value from the auxiliary braking request.

[0088] It should be noted that when the manual braking pressure is insufficient, the auxiliary braking mode can be disengaged, which may lead to a temporary loss of vehicle braking force and a collision. Therefore, when the manual braking pressure value is greater than or equal to the auxiliary braking pressure value, the risk of temporary loss of vehicle braking force can be reduced. Thus, the difference threshold is usually greater than or equal to 0, and / or the ratio threshold is usually greater than or equal to 1.

[0089] In some embodiments, the difference between the manual braking pressure value and the auxiliary braking pressure value is compared with a difference threshold, and the ratio of the manual braking pressure value to the auxiliary braking pressure value is compared with a ratio threshold. Regardless of whether the difference between the manual braking pressure value and the auxiliary braking pressure value is greater than the difference threshold or the ratio of the manual braking pressure value to the auxiliary braking pressure value is greater than the ratio threshold, it is determined that the current auxiliary braking mode will be switched to the manual braking mode. Conversely, the current auxiliary braking mode will be maintained only when the difference between the manual braking pressure value and the auxiliary braking pressure value is less than the difference threshold and the ratio of the manual braking pressure value to the auxiliary braking pressure value is less than the ratio threshold.

[0090] In some embodiments, the difference between the manual braking pressure value and the auxiliary braking pressure value is compared with a difference threshold, and the ratio of the manual braking pressure value to the auxiliary braking pressure value is compared with a ratio threshold. Only when the difference between the manual braking pressure value and the auxiliary braking pressure value is greater than the difference threshold, and the ratio of the manual braking pressure value to the auxiliary braking pressure value is greater than the ratio threshold, is it determined to switch from the current auxiliary braking mode to the manual braking mode. Otherwise, regardless of whether the difference between the manual braking pressure value and the auxiliary braking pressure value is less than the difference threshold, or the ratio of the manual braking pressure value to the auxiliary braking pressure value is less than the ratio threshold, the current auxiliary braking mode is maintained.

[0091] In this embodiment of the application, in step S121, the difference threshold and / or ratio threshold can be a preset difference threshold and / or ratio threshold, that is, regardless of the value of parameters such as vehicle speed and vehicle acceleration, the difference threshold and / or ratio threshold are preset fixed values; the difference threshold and / or ratio threshold can also be determined based on parameters during vehicle braking, for example, such as... Figure 3 As shown, in step S121, determining the difference threshold and / or ratio threshold includes:

[0092] S1211: Obtain the absolute value of the vehicle's acceleration during deceleration, as well as a first preset acceleration threshold, a second preset acceleration threshold, and a third preset acceleration threshold. The first preset acceleration threshold is less than the second preset acceleration threshold, and the second preset acceleration threshold is less than the third preset acceleration threshold.

[0093] S1212: When the absolute value of the acceleration of the vehicle during deceleration is less than the first preset acceleration threshold, the first difference threshold is determined as the difference threshold, and / or the first ratio threshold is determined as the ratio threshold.

[0094] When the absolute value of the vehicle's acceleration during deceleration is greater than or equal to the first preset acceleration threshold and less than the second preset acceleration threshold, the second difference threshold is determined as the difference threshold, and / or the second ratio threshold is determined as the ratio threshold.

[0095] When the absolute value of the vehicle's acceleration during deceleration is greater than or equal to the second preset acceleration threshold, the third difference threshold is determined as the difference threshold, and / or the third ratio threshold is determined as the ratio threshold.

[0096] Among them, the first difference threshold is less than the second difference threshold, the second difference threshold is less than the third difference threshold; the first ratio threshold is less than the second ratio threshold, and the second ratio threshold is less than the third ratio threshold.

[0097] In other words, the greater the absolute value of the vehicle's acceleration during deceleration, the more urgent the situation and the greater the braking force required. This means that switching from the current assisted braking mode to manual braking mode requires a greater manual braking pressure to prevent collisions. Therefore, in this embodiment, the difference threshold and / or ratio threshold are divided into three groups based on the absolute value of the vehicle's acceleration during deceleration. The greater the absolute value of the vehicle's acceleration during deceleration, the greater the corresponding difference threshold and / or ratio threshold.

[0098] It should be noted that since the acceleration during vehicle deceleration is in the opposite direction to the velocity during vehicle deceleration, the direction of the acceleration during vehicle deceleration is negative. Therefore, the larger the absolute value of the acceleration during vehicle deceleration, the greater the velocity change during vehicle deceleration. Hence, in this embodiment, the absolute value of the acceleration during vehicle deceleration is compared, rather than the acceleration value during vehicle deceleration.

[0099] In this embodiment, the status data may include manual braking pressure and / or auxiliary braking pressure, thus obtaining both the manual braking pressure and auxiliary braking pressure values ​​when acquiring the status data. Alternatively, in this embodiment, the status data may not include the manual braking pressure and / or auxiliary braking pressure values. For example, in step S102, it is determined whether the vehicle is in a deceleration state based on the vehicle's status data. If the vehicle is in a deceleration state, the auxiliary braking pressure value is determined to include:

[0100] If the status data does not include the manual braking pressure value, and / or if the status data does not include the auxiliary braking pressure value, determine whether the vehicle is in a deceleration state based on the vehicle's status data. If the vehicle is in a deceleration state, determine the manual braking pressure value and / or determine the auxiliary braking pressure value.

[0101] In other words, when the status data does not include the manual braking pressure value, the manual braking pressure value and / or the auxiliary braking pressure value can be obtained after the vehicle is determined to be in a deceleration state. That is, if the vehicle is not in a deceleration state, the auxiliary braking system may determine that the vehicle is not in an emergency state. In this case, even if it is uncertain whether the vehicle's braking pressure is sufficient, the probability of a collision risk is low. Therefore, the manual braking pressure value and / or the auxiliary braking pressure value can be omitted, thereby reducing the computational load of the auxiliary braking system.

[0102] In some embodiments, when the status data does not include the manual braking pressure value, and / or when the status data does not include the auxiliary braking pressure value, the manual braking pressure value and / or the auxiliary braking pressure value may be obtained before determining that the vehicle is in a deceleration state.

[0103] Step S103: If yes, switch from the current auxiliary braking mode to manual braking mode.

[0104] In other words, if it is determined that the current auxiliary braking mode is to be switched to manual braking mode, it means that the current manual braking pressure is sufficient, and the probability of a collision is relatively small when switching from the current auxiliary braking mode to manual braking mode.

[0105] See Figure 4 This is a schematic diagram of a vehicle braking method provided in this application. The vehicle braking method provided in this application is applied to a vehicle, and the vehicle includes an auxiliary braking system. Compared with the above embodiments, this application provides a scheme for determining whether to switch from the current auxiliary braking mode to manual braking mode. Figure 4 As shown, the method involves the following steps:

[0106] Step S401: Obtain vehicle status data.

[0107] For details, please refer to step S101, which will not be repeated here.

[0108] Step S402: Determine the manual braking pressure value and the preset maximum manual braking threshold, and / or determine the brake pedal displacement and the preset maximum displacement threshold.

[0109] In other words, since the auxiliary braking system may malfunction or even fail, the driver's braking demand can be determined by comparing the manual braking pressure value with the preset maximum manual braking threshold and / or the brake pedal displacement with the preset maximum displacement threshold. This allows for a preliminary assessment of whether the auxiliary braking system is malfunctioning or has failed. Therefore, before determining whether the vehicle is decelerating, the manual braking pressure value can be compared with the preset maximum manual braking threshold and / or the brake pedal displacement with the preset maximum displacement threshold. If the manual braking pressure value is not greater than the preset maximum manual braking threshold and / or the brake pedal displacement is greater than the preset maximum displacement threshold, it can be preliminarily determined that the auxiliary braking system has not malfunctioned or failed, thus ensuring the accuracy of the subsequently obtained auxiliary braking pressure value.

[0110] It should be noted that the preset maximum manual braking threshold is a relatively large threshold, usually greater than the average value of manual braking pressure over a longer period and / or greater than the average value of auxiliary braking pressure over a longer period.

[0111] It should also be noted that the preset maximum displacement threshold is a relatively large threshold, usually greater than the average value of the brake pedal displacement over a longer period of time.

[0112] In step S402: when the status data includes the manual braking pressure value, the preset maximum manual braking threshold is obtained.

[0113] That is, when the status data includes the manual braking pressure value, it is only necessary to obtain the preset maximum manual braking threshold to reduce the amount of calculation.

[0114] In step S402: when the status data does not include the manual braking pressure value, the preset maximum manual braking threshold and the manual braking pressure value are obtained.

[0115] In other words, when the status data does not include the manual braking pressure value, it is necessary to obtain the preset maximum manual braking threshold and the manual braking pressure value to determine whether the driver has a strong braking demand, and then make a preliminary judgment on whether the auxiliary braking system is faulty or malfunctioning.

[0116] In some embodiments, when the status data does not include the manual braking pressure value and the auxiliary braking pressure value, the auxiliary braking pressure value can be obtained when the manual braking pressure value is not greater than the preset maximum manual braking threshold, so as to further reduce the amount of calculation.

[0117] In step S402: when the status data includes the brake pedal displacement, a preset maximum displacement threshold is obtained.

[0118] That is, when the state data includes the brake pedal displacement, it is only necessary to obtain the preset maximum displacement threshold to reduce the amount of calculation.

[0119] In step S402: when the status data does not include the brake pedal displacement, the preset maximum displacement threshold and the brake pedal displacement are obtained.

[0120] In other words, when the status data does not include the brake pedal displacement, it is necessary to obtain the preset maximum displacement threshold and the brake pedal displacement to determine whether the driver has a strong braking demand, and then to preliminarily determine whether the auxiliary braking system is faulty or malfunctioning.

[0121] If the manual braking pressure value is greater than the preset maximum manual braking pressure threshold, then step S403a is executed; if the manual braking pressure value is not greater than the preset maximum manual braking threshold, then step S403b is executed.

[0122] Step S403a: If the manual braking pressure value is greater than the preset maximum manual braking pressure threshold, switch from the current auxiliary braking mode to the manual braking mode, and / or, if the brake pedal displacement is greater than the preset maximum displacement threshold, switch from the current auxiliary braking mode to the manual braking mode.

[0123] In other words, if the manual braking pressure value is greater than the preset maximum manual braking threshold, and / or the brake pedal displacement is greater than the preset maximum displacement threshold, it indicates that the driver has a strong braking demand and the vehicle may be in an emergency. However, the auxiliary braking system may fail, such as due to signal loss or inaccurate master cylinder pressure. In this case, switching from the current auxiliary braking mode to manual braking mode can reduce the risk of a collision due to the failure of the auxiliary braking system.

[0124] In some embodiments, in step S403a: if the manual braking pressure value is greater than a preset maximum manual braking threshold, and, or, the brake pedal displacement is greater than a preset maximum displacement threshold, then the auxiliary braking system is checked for malfunction or failure. For example, a request can be sent to the auxiliary braking system; if the auxiliary braking system responds that no malfunction was found, it indicates that the auxiliary braking system is not malfunctioning or has failed; otherwise, it indicates that the auxiliary braking system is malfunctioning or has failed.

[0125] In some embodiments, in step S403a: if the auxiliary braking system malfunctions or fails, a warning is issued. This ensures that manual braking is used during subsequent vehicle operation, preventing the driver from failing to brake due to unawareness of the auxiliary braking system malfunction or failure, thereby reducing the risk of collision during vehicle operation.

[0126] It should be noted that if step S403a is performed, there is no need to perform the subsequent steps.

[0127] Step S403b: If the manual braking pressure value is not greater than the preset maximum manual braking threshold, and / or if the brake pedal displacement is not greater than the preset maximum displacement threshold, then determine whether the vehicle is in a deceleration state based on the vehicle's status data.

[0128] In other words, if the manual braking pressure value is greater than the preset maximum manual braking threshold, and / or the brake pedal displacement is greater than the preset maximum displacement threshold, it indicates that the driver's braking demand is not strong. At this time, it can be preliminarily judged that the auxiliary braking system has not failed. The vehicle is under the control of the auxiliary braking system. Even if the vehicle is in an emergency, the auxiliary braking system can control the vehicle's braking. The vehicle is relatively safe at this time, so there is no need to switch from the current auxiliary braking mode to the manual braking mode.

[0129] If the vehicle is decelerating, proceed to step S404a; if the vehicle is not decelerating, proceed to step S404b.

[0130] Step S404a: If the vehicle is decelerating, determine whether to switch from the current auxiliary braking mode to the manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value.

[0131] If yes, proceed to step S405a; otherwise, proceed to step S405b.

[0132] For further details, please refer to step S102, which will not be repeated here.

[0133] Step S404b: If the vehicle is not decelerating, determine whether to switch from the current auxiliary mode to the manual braking mode based on the brake pedal displacement amount and displacement threshold and / or displacement time threshold, wherein the brake pedal displacement amount is the displacement amount generated by the manual braking pedal.

[0134] In other words, if the vehicle is not decelerating, it means that the driver assistance system determines that the vehicle is not in an emergency, and the probability of a collision is relatively low. If the brake pedal displacement changes at this time, it is very likely that the driver wants to reduce the vehicle speed due to reasons such as travel distance or habits, or it may be due to poor driving habits, such as the driver habitually lightly touching the brake pedal while driving. Therefore, the driver's braking needs can be reflected by the brake pedal displacement and displacement threshold and / or displacement time threshold. In this way, it can be determined whether the current assistance mode should be switched to manual braking mode based on the driver's braking needs. For example, if the brake pedal displacement is small, it may be caused by the driver accidentally pressing the brake pedal. In this case, it can be determined to maintain the current assistance mode.

[0135] It should be noted that, in the embodiments of this application, when the vehicle is not decelerating, the decision to switch from the current auxiliary braking mode to the manual braking mode can be made by judging the magnitude of the auxiliary braking pressure value and the manual braking pressure value. However, when the vehicle is decelerating, the decision to switch from the current auxiliary braking mode to the manual braking mode cannot be made based on the amount of brake pedal displacement. This is because the tightness of the brake pedal varies depending on the vehicle model, age, etc. Therefore, even if the amount of brake pedal displacement is large, it cannot be determined that the manual braking pressure is sufficient, for example, it may be due to the brake pedal being too loose.

[0136] In some embodiments, the status data includes the amount of brake pedal displacement.

[0137] In some embodiments, if the state data does not include the brake pedal displacement, the brake pedal displacement can be obtained after it is determined that the vehicle is not in a deceleration state, thereby reducing the computational load of the auxiliary braking system.

[0138] In step S404b, determining whether to switch from the current assisted braking mode to manual braking mode based on the brake pedal displacement and displacement threshold and / or displacement time threshold includes:

[0139] Determine the first displacement threshold, the second displacement threshold, and the displacement-time threshold;

[0140] If the brake pedal displacement is less than the first displacement threshold, then the current assist mode will be maintained.

[0141] If the brake pedal displacement is greater than the second displacement threshold, or if the brake pedal displacement is less than the second displacement threshold but greater than the first displacement threshold, and the brake pedal duration reaches a preset first time, then it is determined to switch from the current auxiliary mode to the manual braking mode.

[0142] In other words, when the brake pedal displacement is less than the first displacement threshold, it indicates that the driver may not have a braking need, but rather the small displacement is due to personal habits or other reasons. In this case, maintaining the current assist mode can reduce the number of times the vehicle brakes unintentionally during acceleration, thereby reducing the risk of rear-end collisions. When the brake pedal displacement is greater than the second displacement threshold, it indicates that the driver has a braking need. Switching from the current assist mode to manual braking mode can avoid delaying the driver's journey. When the brake pedal displacement is less than the second displacement threshold but greater than the first displacement threshold, and the brake pedal duration reaches the preset first time, it indicates that the driver needs to decelerate, but the absolute value of the possible deceleration is small. Switching from the current assist mode to manual braking mode can also avoid delaying the driver's journey.

[0143] It should be noted that the first displacement threshold is greater than or equal to 0, and the second displacement threshold is less than or equal to the maximum displacement that the brake pedal can produce.

[0144] In some embodiments, the first time interval is preset to include n cycles. The brake pedal displacement of the first cycle is collected. If the brake pedal displacement is less than a first displacement threshold, the current auxiliary mode is maintained. If the brake pedal displacement is greater than a second displacement threshold, the current auxiliary mode is switched to manual braking mode. If the brake pedal displacement is less than the second displacement threshold but greater than the first displacement threshold, the brake pedal displacement of the next cycle is collected, and the relationship between the brake pedal displacement of the next cycle and the first and second displacement thresholds is determined until the nth cycle is reached. If the brake pedal displacement is less than the second displacement threshold and greater than the first displacement threshold in all n cycles, the current auxiliary mode is switched to manual braking mode.

[0145] If yes, proceed to step S405a; otherwise, proceed to step S405b.

[0146] Step S405a: If yes, switch from the current auxiliary braking mode to manual braking mode.

[0147] For details, please refer to step S103, which will not be repeated here.

[0148] Step S405b: If not, maintain the current auxiliary braking mode.

[0149] In other words, if it is uncertain whether to switch from the current assisted braking mode to manual braking mode, it means that the current manual braking pressure is insufficient. In this case, the probability of a collision is higher if the current assisted braking mode is switched to manual braking mode. Therefore, maintaining the current assisted mode can increase the safety of vehicle driving and reduce the risk of collision.

[0150] In this embodiment, the system determines whether to switch from the current auxiliary braking mode to manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value. If so, it switches from auxiliary braking mode to manual braking mode. This ensures that the system only switches from auxiliary braking mode to manual braking mode when the vehicle is decelerating and the manual braking force is sufficient. This avoids the sudden release of the auxiliary braking mode and insufficient manual braking force, which could lead to a temporary loss of braking force and reduce the risk of collision. Furthermore, this embodiment does not determine the switch from the current auxiliary braking mode to manual braking mode based on the brake pedal displacement, as is done in related technologies. This avoids the problem of brake pedal displacement not accurately reflecting the sufficiency of manual braking force due to differences in brake pedal tightness between different vehicles. In addition, this embodiment also preliminarily determines whether the auxiliary braking system has malfunctioned based on the manual braking pressure value and a preset maximum manual braking threshold, and / or the brake pedal displacement and a preset maximum displacement threshold. If a malfunction occurs, it switches to manual braking mode in a timely manner, further ensuring vehicle safety during driving.

[0151] Figure 5 This application provides a vehicle braking device, which can be used as a specific device to implement the vehicle braking method provided in the embodiments of the present invention, such as... Figure 5 As shown, the device includes:

[0152] Acquisition unit 501 is used to acquire vehicle status data;

[0153] The judgment unit 502 is used to determine whether the vehicle is in a deceleration state based on the vehicle's state data. If the vehicle is in a deceleration state, it determines whether to switch from the current auxiliary braking mode to the manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value. The manual braking pressure value is the pressure value generated when the manual brake pedal is pressed in advance, and the auxiliary braking pressure value is the pressure value generated when the auxiliary braking system performs assisted braking in advance.

[0154] The switching unit 503 is used to switch from the current auxiliary braking mode to the manual braking mode if the condition is met.

[0155] As one possible implementation, the switching unit 503 is also used to: if not, maintain the current auxiliary braking mode.

[0156] As one possible implementation, the judgment unit 502 is also used to: determine the difference threshold and / or the ratio threshold;

[0157] If the difference between the manual braking pressure value and the auxiliary braking pressure value is greater than the difference threshold, and / or the ratio of the manual braking pressure value to the auxiliary braking pressure value is greater than the ratio threshold, then it is determined to switch from the current auxiliary braking mode to the manual braking mode; or, if the difference between the manual braking pressure value and the auxiliary braking pressure value is less than the difference threshold, and / or the ratio of the manual braking pressure value to the auxiliary braking pressure value is less than the ratio threshold, then it is determined to maintain the current auxiliary braking mode.

[0158] As one possible implementation, the judgment unit 502 is also used to: obtain the absolute value of the acceleration when the vehicle decelerates and the first preset acceleration threshold, the second preset acceleration threshold, and the third preset acceleration threshold;

[0159] When the absolute value of the acceleration of the vehicle during deceleration is less than the first preset acceleration threshold, the first difference threshold is determined as the difference threshold, and / or the first ratio threshold is determined as the ratio threshold;

[0160] When the absolute value of the acceleration of the vehicle during deceleration is greater than or equal to the first preset acceleration threshold and less than the second preset acceleration threshold, the second difference threshold is determined as the difference threshold, and / or the second ratio threshold is determined as the ratio threshold;

[0161] When the absolute value of the vehicle's acceleration during deceleration is greater than or equal to the second preset acceleration threshold, the third difference threshold is determined as the difference threshold, and / or the third ratio threshold is determined as the ratio threshold;

[0162] Wherein, the first difference threshold is less than the second difference threshold, and the second difference threshold is less than the third difference threshold; the first ratio threshold is less than the second ratio threshold, and the second ratio threshold is less than the third ratio threshold.

[0163] As one possible implementation, the determination unit 502 is further configured to: determine whether the vehicle is in a deceleration state based on the vehicle's state data when the state data does not include the manual braking pressure value and / or the auxiliary braking pressure value; if the vehicle is in a deceleration state, then determine the manual braking pressure value and / or determine the auxiliary braking pressure value.

[0164] As one possible implementation, a comparison unit is also included, which is used to obtain a preset maximum manual braking threshold when the status data includes a manual braking pressure value.

[0165] As one possible implementation, a comparison unit is also included, which is used to obtain a preset maximum manual braking threshold and a manual braking pressure value when the status data does not include the manual braking pressure value.

[0166] As one possible implementation, a comparison unit is also included, which is used to switch from the current auxiliary braking mode to the manual braking mode if the manual braking pressure value is greater than the preset maximum manual braking threshold.

[0167] As one possible implementation, a comparison unit is also included, which is used to obtain a preset maximum displacement threshold when the state data includes the brake pedal displacement.

[0168] As one possible implementation, a comparison unit is also included, which is used to obtain a preset maximum displacement threshold and the brake pedal displacement when the state data does not include the brake pedal displacement.

[0169] As one possible implementation, a comparison unit is also included, which is used to switch from the current auxiliary braking mode to the manual braking mode if the brake pedal displacement is greater than a preset maximum displacement threshold.

[0170] As one possible implementation, the judgment unit 502 is also used to: if the vehicle is not in a deceleration state, determine whether to switch from the current auxiliary mode to the manual braking mode based on the brake pedal displacement amount and displacement threshold and / or displacement time threshold, wherein the brake pedal displacement amount is the displacement amount generated by the manual braking pedal.

[0171] As one possible implementation, the determination unit 502 is further configured to: determine whether to switch from the current auxiliary braking mode to the manual braking mode based on the brake pedal displacement and a displacement threshold and / or a displacement time threshold, including:

[0172] Determine the first displacement threshold, the second displacement threshold, and the displacement-time threshold;

[0173] If the brake pedal displacement is less than the first displacement threshold, then the current assist mode will be maintained.

[0174] If the brake pedal displacement is greater than the second displacement threshold, or if the brake pedal displacement is less than the second displacement threshold but greater than the first displacement threshold, and the brake pedal duration reaches a preset first time, then it is determined to switch from the current auxiliary mode to the manual braking mode.

[0175] Corresponding to the above embodiments, this application also provides an electronic device. Figure 6This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device 600 may include a processor 601, a memory 602, and a communication unit 603. These components communicate through one or more buses. Those skilled in the art will understand that the structure of the electronic device shown in the figure does not constitute a limitation on the embodiments of the present invention. It may be a bus-shaped structure or a star-shaped structure, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0176] The communication unit 603 is used to establish a communication channel, enabling the electronic device to communicate with other devices. It receives user data from other devices or sends user data to other devices.

[0177] The processor 601 serves as the control center of the electronic device, connecting various parts of the device via interfaces and lines. It executes software programs and / or modules stored in the memory 602, and calls data stored in the memory to perform various functions and / or process data. The processor may be composed of integrated circuits (ICs), such as a single packaged IC or multiple packaged ICs with the same or different functions connected together. For example, the processor 601 may consist only of a central processing unit (CPU). In this embodiment, the CPU may have a single processing core or include multiple processing cores.

[0178] The memory 602 is used to store the execution instructions of the processor 601. The memory 602 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0179] When the execution instructions in memory 602 are executed by processor 601, the electronic device 600 is able to perform operations. Figure 6 Some or all of the steps in the illustrated embodiments.

[0180] In a specific implementation, the present invention also provides a computer storage medium, wherein the computer storage medium may store a program, which, when executed, may include some or all of the steps in the various embodiments of the vehicle braking method provided by the present invention. The storage medium may be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0181] Those skilled in the art will clearly understand that the techniques in the embodiments of the present invention can be implemented using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions in the embodiments of the present invention, or the parts that contribute to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or certain parts of the embodiments of the present invention.

[0182] The same or similar parts between the various embodiments in this specification can be referred to mutually. In particular, the device embodiments and terminal embodiments are basically similar to the method embodiments, so the description is relatively simple, and the relevant parts can be referred to the description in the method embodiments.

Claims

1. A method for braking a vehicle, characterized in that, The method is applied to a vehicle, the vehicle including an auxiliary braking system, and the method includes the following steps: Obtain vehicle status data; Based on the vehicle's status data, it is determined whether the vehicle is in a deceleration state. If the vehicle is in a deceleration state, it is determined whether to switch from the current auxiliary braking mode to the manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value. The manual braking pressure value is the pressure value generated when the brake pedal is manually operated, and the auxiliary braking pressure value is the pressure value generated when the auxiliary braking system assists in braking. If so, switch from the current auxiliary braking mode to manual braking mode; The step of determining whether to switch from the current auxiliary braking mode to manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value includes: Determine the difference threshold and / or ratio threshold; If the difference between the manual braking pressure value and the auxiliary braking pressure value is greater than the difference threshold, and / or the ratio of the manual braking pressure value to the auxiliary braking pressure value is greater than the ratio threshold, then it is determined to switch from the current auxiliary braking mode to the manual braking mode. Alternatively, if the difference between the manual braking pressure value and the auxiliary braking pressure value is less than the difference threshold, and / or the ratio of the manual braking pressure value to the auxiliary braking pressure value is less than the ratio threshold, then it is determined to maintain the current auxiliary braking mode. The determination of the difference threshold and / or ratio threshold includes: Obtain the absolute value of the vehicle's acceleration during deceleration, as well as the first preset acceleration threshold and the second preset acceleration threshold; When the absolute value of the acceleration of the vehicle during deceleration is less than the first preset acceleration threshold, the first difference threshold is determined as the difference threshold, and / or the first ratio threshold is determined as the ratio threshold; When the absolute value of the acceleration of the vehicle during deceleration is greater than or equal to the first preset acceleration threshold and less than the second preset acceleration threshold, the second difference threshold is determined as the difference threshold, and / or the second ratio threshold is determined as the ratio threshold; When the absolute value of the vehicle's acceleration during deceleration is greater than or equal to the second preset acceleration threshold, the third difference threshold is determined as the difference threshold, and / or the third ratio threshold is determined as the ratio threshold; Wherein, the first difference threshold is less than the second difference threshold, and the second difference threshold is less than the third difference threshold; the first ratio threshold is less than the second ratio threshold, and the second ratio threshold is less than the third ratio threshold.

2. The vehicle braking method according to claim 1, characterized in that, The vehicle status data includes one or more of the following: braking status, brake pedal displacement, brake pedal duration, manual braking pressure value, auxiliary braking pressure value, vehicle speed, and vehicle acceleration.

3. The vehicle braking method according to claim 1, characterized in that, The method further includes: If not, maintain the current auxiliary braking mode.

4. The vehicle braking method according to claim 2, characterized in that, Before determining whether the vehicle is in a deceleration state based on the vehicle's state data, the method further includes: When the status data includes the manual braking pressure value, a preset maximum manual braking threshold is obtained; The step of determining whether the vehicle is in a deceleration state based on the vehicle's status data includes: When the manual braking pressure value is not greater than the preset maximum manual braking threshold, the vehicle is determined to be in a deceleration state based on the vehicle's status data.

5. The vehicle braking method according to claim 2, characterized in that, Before determining whether the vehicle is in a deceleration state based on the vehicle's state data, the method further includes: When the status data does not include the manual braking pressure value, obtain the preset maximum manual braking threshold and the manual braking pressure value; The step of determining whether the vehicle is in a deceleration state based on the vehicle's status data includes: When the manual braking pressure value is not greater than the preset maximum manual braking threshold, the vehicle is determined to be in a deceleration state based on the vehicle's status data.

6. The vehicle braking method according to claim 4 or 5, characterized in that, The method further includes: If the manual braking pressure value is greater than the preset maximum manual braking threshold, the current auxiliary braking mode will be switched to manual braking mode.

7. The method according to claim 2, characterized in that, The step of determining whether the vehicle is in a deceleration state based on the vehicle's status data, and if the vehicle is in a deceleration state, then determining the manual braking pressure value and / or auxiliary braking pressure value includes: When the status data does not include the manual braking pressure value, and / or when the status data does not include the auxiliary braking pressure value, the vehicle is determined to be in a deceleration state based on the vehicle's status data. If the vehicle is in a deceleration state, the manual braking pressure value and / or the auxiliary braking pressure value are determined.

8. The method according to claim 2, characterized in that, Before determining whether the vehicle is in a deceleration state based on the vehicle's state data, the method further includes: When the status data includes the brake pedal displacement, a preset maximum displacement threshold is obtained; The step of determining whether the vehicle is in a deceleration state based on the vehicle's status data includes: If the brake pedal displacement is not greater than the preset maximum displacement threshold, then the vehicle is determined to be in a deceleration state based on the vehicle's state data.

9. The method according to claim 2, characterized in that, Before determining whether the vehicle is in a deceleration state based on the vehicle's state data, the method further includes: When the state data does not include the brake pedal displacement, a preset maximum displacement threshold and the brake pedal displacement are obtained. The step of determining whether the vehicle is in a deceleration state based on the vehicle's status data includes: If the displacement of the brake pedal is not greater than the preset maximum displacement threshold, then the vehicle is determined to be in a deceleration state based on the vehicle's state data.

10. The vehicle braking method according to claim 8 or 9, characterized in that, The method further includes: If the displacement of the brake pedal exceeds the preset maximum displacement threshold, the current auxiliary braking mode will be switched to manual braking mode.

11. The vehicle braking method according to claim 1, characterized in that, The method further includes: If the vehicle is not in a deceleration state, it is determined whether to switch from the current auxiliary braking mode to the manual braking mode based on the brake pedal displacement amount and displacement threshold and / or displacement time threshold, wherein the brake pedal displacement amount is the displacement amount generated by manually operating the brake pedal.

12. The vehicle braking method according to claim 11, characterized in that, The method further includes: determining whether to switch from the current auxiliary braking mode to manual braking mode based on the brake pedal displacement and a displacement threshold and / or a displacement time threshold, including: Determine the first displacement threshold, the second displacement threshold, and the displacement-time threshold; If the brake pedal displacement is less than the first displacement threshold, then the current auxiliary braking mode is maintained. If the brake pedal displacement is greater than the second displacement threshold, or if the brake pedal displacement is less than the second displacement threshold but greater than the first displacement threshold, and the brake pedal duration reaches a preset first time, then it is determined to switch from the current auxiliary braking mode to the manual braking mode.

13. A vehicle braking device, characterized in that, include: The acquisition unit is used to acquire vehicle status data; The judgment unit is used to determine whether the vehicle is in a deceleration state based on the vehicle's state data. If the vehicle is in a deceleration state, it determines whether to switch from the current auxiliary braking mode to the manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value. The manual braking pressure value is the pressure value generated when the brake pedal is manually operated in advance, and the auxiliary braking pressure value is the pressure value generated when the auxiliary braking system assists in braking in advance. The switching unit is used to switch from the current auxiliary braking mode to the manual braking mode if the condition is met. The step of determining whether to switch from the current auxiliary braking mode to manual braking mode based on the manual braking pressure value and the auxiliary braking pressure value includes: Determine the difference threshold and / or ratio threshold; If the difference between the manual braking pressure value and the auxiliary braking pressure value is greater than the difference threshold, and / or the ratio of the manual braking pressure value to the auxiliary braking pressure value is greater than the ratio threshold, then it is determined to switch from the current auxiliary braking mode to the manual braking mode. Alternatively, if the difference between the manual braking pressure value and the auxiliary braking pressure value is less than the difference threshold, and / or the ratio of the manual braking pressure value to the auxiliary braking pressure value is less than the ratio threshold, then it is determined to maintain the current auxiliary braking mode. The determination of the difference threshold and / or ratio threshold includes: Obtain the absolute value of the vehicle's acceleration during deceleration, as well as the first preset acceleration threshold and the second preset acceleration threshold; When the absolute value of the acceleration of the vehicle during deceleration is less than the first preset acceleration threshold, the first difference threshold is determined as the difference threshold, and / or the first ratio threshold is determined as the ratio threshold; When the absolute value of the acceleration of the vehicle during deceleration is greater than or equal to the first preset acceleration threshold and less than the second preset acceleration threshold, the second difference threshold is determined as the difference threshold, and / or the second ratio threshold is determined as the ratio threshold; When the absolute value of the vehicle's acceleration during deceleration is greater than or equal to the second preset acceleration threshold, the third difference threshold is determined as the difference threshold, and / or the third ratio threshold is determined as the ratio threshold; Wherein, the first difference threshold is less than the second difference threshold, and the second difference threshold is less than the third difference threshold; the first ratio threshold is less than the second ratio threshold, and the second ratio threshold is less than the third ratio threshold.

14. An electronic device, characterized in that, The device includes a memory for storing computer program instructions and a processor for executing the program instructions, wherein when the computer program instructions are executed by the processor, the electronic device is triggered to perform the method according to any one of claims 1-9.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1-9.

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