An active braking method, device, equipment and computer readable storage medium

Abstract

The application relates to an active braking method, device, equipment and computer readable storage medium, and belongs to the field of vehicle braking. The active braking method comprises the following steps: acquiring first braking information and second braking information of a vehicle, wherein the first braking information comprises road traffic condition information, and the second braking information comprises vehicle surrounding space information; calculating a first vehicle braking distance according to the first braking information, and calculating a second vehicle braking distance through the second braking information and the first vehicle braking distance; generating control information of vehicle braking force according to the second vehicle braking distance, and controlling vehicle braking according to the control information. According to the application, the road traffic condition information is adopted, and the active braking strategy is generated in combination with the vehicle space condition information, so that the invalid time spent by a driver from identifying emergency braking to the response of a braking device in braking is reduced, and the safety is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle braking, and more specifically, to an active braking method, device, equipment, and computer-readable storage medium. Background Technology

[0002] Currently, several factors need to be considered when determining vehicle braking performance to achieve good braking effect and driving experience. First, vehicle stability and maximum braking torque must be considered during braking to prevent motion sickness in the driver. Second, sufficient braking distance is necessary to ensure safety. This is one of the primary objectives of braking systems.

[0003] However, in actual driving, the vehicle's braking system mainly relies on the driver's driving intentions. The time between the driver recognizing the emergency braking and taking action and the braking system responding is wasted, resulting in a long braking distance. Furthermore, emergency braking may cause motion sickness and a poor braking experience. Summary of the Invention

[0004] The purpose of this application is to overcome the shortcomings of the prior art, such as long braking distance and the possibility of motion sickness during emergency braking, and to provide an active braking method, device, equipment and a computer-readable storage medium.

[0005] This application provides an active braking method, comprising:

[0006] The system acquires first braking information and second braking information of the vehicle. The first braking information includes road traffic condition information, which is obtained through the vehicle navigation system and includes road speed limit and road congestion value. The second braking information includes vehicle surrounding space information, which is identified through the road information recognition system and includes the distance between the vehicle and its surroundings, the position of pedestrians, and the position of zebra crossings.

[0007] The braking distance of the first vehicle is calculated based on the first braking information, and the braking distance of the second vehicle is calculated using the second braking information and the first vehicle braking distance.

[0008] Control information for vehicle braking force is generated based on the second vehicle braking distance, and vehicle braking is controlled based on the control information.

[0009] Optionally, the calculation of the second vehicle braking distance includes:

[0010] The braking distance calculated based on the second braking information is compared with the first braking distance, and the shorter of the two braking distances is determined as the second vehicle braking distance.

[0011] Optionally, controlling vehicle braking based on the control information includes:

[0012] Obtain the vehicle braking force range from the control information;

[0013] The vehicle braking force range is compared with the preset motion sickness braking force, and the vehicle braking force that is lower than the motion sickness braking force is selected for vehicle braking.

[0014] Optionally, controlling vehicle braking based on the control information includes:

[0015] Obtain the vehicle braking force range from the control information;

[0016] The vehicle braking force range is compared with the actual braking force of the vehicle. When the actual braking force is less than the minimum value of the vehicle braking force range, the actual braking force is used to brake the vehicle.

[0017] Optionally, controlling vehicle braking based on the control information includes:

[0018] Obtain the vehicle's acceleration;

[0019] The control information is updated based on the acceleration and the braking distance of the second vehicle, and the vehicle braking is controlled based on the updated control information.

[0020] Optionally, the first braking information may also include traffic light status information;

[0021] Determine the status of the traffic lights when the vehicle arrives at the intersection;

[0022] If the traffic light is red or yellow, the vehicle will be braked according to the control information; otherwise, no braking will be performed.

[0023] Optionally, controlling vehicle braking based on the control information includes:

[0024] Based on the vehicle braking force range in the control information, calculate the vehicle braking force corresponding to the pedal depth.

[0025] Optionally, controlling vehicle braking based on the control information includes:

[0026] An energy recovery device is used to provide braking force for the vehicle.

[0027] This application also provides an active braking device, including an acquisition module, a processing module and a braking module;

[0028] The acquisition module is used to acquire first braking information and second braking information of the vehicle. The first braking information includes road traffic condition information, which is information acquired through the vehicle navigation system, including road speed limit and road congestion value. The second braking information includes vehicle surrounding space information, which is information identified through the road information recognition system, including the distance between the vehicle and its surroundings, the position of pedestrians, and the position of zebra crossings.

[0029] The processing module is used to calculate the braking distance of the first vehicle based on the first braking information, and to calculate the braking distance of the second vehicle using the second braking information and the first vehicle braking distance.

[0030] Control information for generating vehicle braking force is generated based on the second vehicle braking distance;

[0031] The braking module is used to control the vehicle braking according to the control information.

[0032] This application also provides an electronic device, characterized in that the electronic device comprises:

[0033] Processor and memory;

[0034] The processor executes the steps of the above-described active braking method by calling programs or instructions stored in the memory.

[0035] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the above-described active braking method.

[0036] The advantages and beneficial effects of this application are as follows:

[0037] This application provides an active braking method, comprising: acquiring first braking information and second braking information of a vehicle; the first braking information including road traffic condition information, which is information obtained through an in-vehicle navigation system, including speed limits and congestion levels; the second braking information including vehicle surrounding space information, which is information identified through a road surface information recognition system, including distances to other vehicles in front, behind, to the sides, pedestrian positions, and zebra crossing positions; calculating a first vehicle braking distance based on the first braking information, and calculating a second vehicle braking distance using the second braking information and the first vehicle braking distance; generating control information for vehicle braking force based on the second vehicle braking distance, and controlling vehicle braking based on the control information. This application determines the first braking distance based on road traffic conditions, and then determines the second braking distance based on the recognition results of the vehicle surrounding space and the first vehicle braking distance, thereby improving the accuracy of braking information.

[0038] Furthermore, by generating braking information based on the second vehicle braking information to perform active braking, the invalid time spent by the driver from recognizing emergency braking to the braking device responding during the braking process is reduced, the required safe braking distance is reduced, and safety is improved.

[0039] This application also compares the vehicle braking force with the motion sickness braking force and selects a vehicle braking force lower than the motion sickness braking force for braking, thereby avoiding the occurrence of motion sickness. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the active braking method in this application.

[0041] Figure 2 This is a schematic diagram of the active braking method device of this application. Detailed Implementation

[0042] The present application will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present application.

[0043] Except for proprietary names, all terms used in the embodiments of this application have specific meanings in this application. For example, "multiple" refers to two or more quantities.

[0044] This application provides an active braking method, an active control device, an electronic device, and a computer-readable storage medium. The main difference lies in adding spatial scene recognition to existing braking strategies and using the recognition results to influence the generation of active braking strategies. This allows for active braking based on actual conditions while ensuring safety. Furthermore, by comparing braking forces to reduce motion sickness, the application can minimize driver motion sickness during braking, thus improving comfort.

[0045] Figure 1 This is a schematic diagram of the active braking method in this application.

[0046] Please refer to Figure 1 As shown, S101 acquires the vehicle's first braking information and second braking information. The first braking information includes road traffic condition information, and the second braking information includes information about the space surrounding the vehicle.

[0047] Specifically, the first braking information refers to information acquired to describe the road traffic conditions where the vehicle is located. This first braking information includes road traffic condition information, which is obtained through an in-vehicle navigation system and includes information such as speed limits and road congestion levels.

[0048] The first braking information also includes traffic light status information. Regarding the traffic lights, it should be clear that the vehicle is triggered to brake when the traffic light is red or yellow; otherwise, the vehicle is not triggered to brake.

[0049] The second braking information refers to information describing the space around the vehicle, obtained by detecting the space around the vehicle. The second braking information includes, for example, the distance between the vehicle and the vehicle in front and behind, the position of pedestrians, and the position of zebra crossings.

[0050] The first braking information is usually obtained by in-vehicle equipment, including in-vehicle navigation devices, traffic signs, traffic broadcasts, etc., while the second braking information is usually obtained through real-time monitoring equipment on the road, sensors on the vehicle, etc.

[0051] The device for acquiring the first braking information can be a vehicle information device, an in-vehicle navigation device, or the like. The vehicle information device can be a device that includes the in-vehicle navigation device, or the in-vehicle navigation device can be used as a separate device.

[0052] Then, based on the acquired information, the following information processing is performed:

[0053] Specifically, the vehicle information device is also used to collect and analyze various vehicle-related data, such as vehicle speed, fuel consumption, temperature, humidity, and the internal and external environment of the vehicle. This device can help the driver better understand the vehicle's condition. In this application, the vehicle information device collects the pedal depth of the brake pedal when the vehicle brakes, calculates the rate of change of this pedal depth, and collects the vehicle speed value, etc.

[0054] Based on the data collected or gathered by the vehicle information device, the driver's driving intention is determined. The driving intention refers to the driver's goal or purpose in controlling the vehicle; preferably, it refers to the driver's intention to accelerate, decelerate, etc. In fact, determining the driver's driving intention is to obtain the trigger information for the active control method described in this application. When the driver's driving intention is to decelerate, active control is triggered.

[0055] The active control described in this application refers to accurately and reasonably calculating the minimum braking distance based on the current vehicle environment (e.g., road conditions, space conditions), ensuring safety while minimizing driver dizziness. Upon triggering the active control program during braking, active braking is initiated, reducing the wasted time spent by the driver from recognizing emergency braking to the braking device's response.

[0056] The first braking information calculated based on the road traffic conditions and the second braking information calculated based on the surrounding spatial conditions of the vehicle (including information about people, objects, etc. in the surrounding space) can be obtained by the vehicle navigation device and the road information recognition device, respectively. The vehicle navigation device includes GPS and Beidou satellite positioning devices, and the road information recognition device includes real-time monitoring equipment.

[0057] Specifically, the first braking information acquired by the vehicle navigation device includes: road speed limit, road congestion level, traffic light position, and vehicle position on the road. The second braking information acquired by the road information recognition device includes: distance to other vehicles, pedestrian and zebra crossing positions, etc.

[0058] Furthermore, the road surface information recognition device also collects the current road surface quality, that is, obtains the material of the road surface, and calculates the road surface friction coefficient in combination with the current environmental conditions. In specific implementations, the road surface friction coefficient can be calculated directly based on the road surface material, such as asphalt, cement, or gravel road surface, and corrected for the friction coefficient in combination with the current environmental conditions, such as rain or icing, to obtain the road surface quality.

[0059] In this application, the first braking information is obtained based on the vehicle navigation device, but it can also be obtained through other means. Similarly, the second braking information can be obtained through methods other than the road information recognition device.

[0060] Preferably, the first braking information can also be obtained through means not limited to those provided by third parties, such as various map apps, or even edge computing devices.

[0061] Please refer to Figure 1 As shown, S102 calculates the braking distance of the first vehicle based on the first braking information, and calculates the braking distance of the second vehicle using the second braking information and the first vehicle braking distance.

[0062] Calculating the first braking distance can be done in one embodiment: based on the speed limit, it can be determined that the speed should change at a certain distance ahead. If a reduction in speed is required, the first vehicle braking distance is determined based on the speed limit and the current speed. It should be clear that the speed limit can also be replaced by road congestion levels, traffic light locations, etc.

[0063] Based on the second braking information, the available vehicle braking distance range, i.e., the second vehicle braking distance, can be further determined on the basis of the first vehicle braking distance.

[0064] Specifically, in calculating the braking distance of the second vehicle, a preferred implementation is to select the braking distance with the shortest braking distance from among a plurality of braking distances as the second braking distance.

[0065] For example: Let L be the braking distance of the second vehicle, then the expression is as follows:

[0066] L = min(distance to traffic light, distance to vehicles in front and behind, distance to zebra crossing, distance to speed bump, distance to pothole).

[0067] Simultaneously, the vehicle's acceleration can be calculated using the first braking information. Preferably, the current speed and acceleration can be directly measured and obtained by sensors.

[0068] Based on the first vehicle braking distance, the braking distance is further calculated according to the spatial information (second braking information). For example, based on the distance between the vehicles in front and behind, pedestrian crossings, and other information, a second vehicle braking distance is calculated based on the first vehicle braking distance. This application improves the accuracy of braking force control by incorporating the second braking distance into the reference factors for calculating the braking distance.

[0069] Please refer to Figure 1 As shown, S103 generates control information for vehicle braking force based on the second vehicle braking distance, and controls vehicle braking based on the control information.

[0070] In the principle of vehicle braking, the magnitude of the vehicle braking force can be calculated based on the relationship between acceleration, braking distance and time, as well as the relationship between this acceleration and friction and vehicle braking force.

[0071] Specifically, the relationship between acceleration and distance, initial velocity, and time can be expressed by the following formula:

[0072] Distance = initial velocity × time + (1 / 2) × acceleration × time^2.

[0073] When a vehicle brakes, the acceleration is negative, indicating deceleration. Assuming the braking force equals the frictional force, the braking force can be expressed as:

[0074] Braking force = vehicle mass × acceleration.

[0075] By combining the two formulas above, the relationship between vehicle mass and braking force can be solved. Based on these formulas, the vehicle braking force is calculated, and then the vehicle acceleration is limited according to the second vehicle braking distance. That is, the range of vehicle acceleration is calculated based on the vehicle's current initial speed and current braking distance. The calculated vehicle braking force is used as the control information.

[0076] Based on the principles revealed by the above formulas, the active control strategy set up in this application includes:

[0077] The vehicle brakes based on the driver's driving intentions, control information, and road surface conditions.

[0078] Specifically, the vehicle braking force in the control information is a range, or it can be described as a range of braking force magnitudes while ensuring safety. The vehicle braking force needs to be calculated within this range for braking purposes. Here, the vehicle braking force can be the maximum value within the range. Therefore, when a driving intention is received, a strategy for selecting the magnitude of the vehicle braking force can be automatically performed, thereby improving vehicle braking safety.

[0079] Specifically, the strategy selection includes:

[0080] To ensure vehicle safety and simultaneously meet driver comfort requirements, it is necessary to further determine the motion sickness braking force. The motion sickness braking force refers to the minimum braking force that will cause the driver to experience dizziness during braking.

[0081] The dizziness is determined by the vehicle pitch angle λ generated by braking force, the frequency t of this pitch angle change, the total number s of vehicle pitch angles generated by vehicle braking force within a preset time period, and the total number S of vehicle pitch angles exceeding a predetermined angle generated by vehicle braking force. The method for judging motion sickness braking force is as follows:

[0082] When the vehicle pitch angle λ reaches λ d When the driver experiences dizziness, the vehicle's braking force is f. λ When the pitch angle change frequency t reaches t d When the driver experiences dizziness, the vehicle's braking force is f. t When the total number of vehicle pitch angles generated by the vehicle braking force within the preset time period reaches s... d When the driver experiences dizziness, the vehicle's braking force is f. s The total number of times S, when the vehicle's braking force generates a pitch angle exceeding a predetermined angle, reaches S... d When the driver experiences dizziness, the vehicle's braking force is f. S .

[0083] Based on the aforementioned multiple motion sickness braking forces, the braking force that is reached first during braking is selected as the motion sickness braking force described in this application.

[0084] The vehicle braking force range is compared with the motion sickness braking force to achieve optimal vehicle braking force selection. Specifically, the control range of the vehicle braking force in the control information is obtained; the control range of the vehicle braking force is compared with the motion sickness braking force, and a vehicle braking force lower than the motion sickness braking force is selected for vehicle braking.

[0085] Furthermore, the braking strategy may include the following three situations: first, the motion sickness braking force is greater than the maximum value of the vehicle braking force range; second, the motion sickness braking force is within the vehicle braking force range; and third, the motion sickness braking force is less than the minimum value of the vehicle braking force range.

[0086] For the first situation, the maximum value of the vehicle braking force range can be selected for braking; for the second situation, a value lower than the motion sickness braking force and within the maximum value of the vehicle braking force range can be selected for braking (for example, when the motion sickness braking force is X, the vehicle braking force is selected as X-1); for the third situation, the minimum value in the vehicle braking force range can be selected for braking.

[0087] When braking, the vehicle braking force available for braking is less than or equal to the maximum actual braking force, where the actual braking force is equal to the maximum braking force provided by the wheel end plus the braking force applied by the motor end for regenerative braking.

[0088] The vehicle braking force range calculated based on the first and second braking information is not necessarily within the actual braking force range, because the vehicle itself has a maximum limit on the usable actual braking force, which may not coincide with the vehicle braking force range determined based on the first and second braking information. Under these conditions:

[0089] The control range of the vehicle's braking force is obtained from the control information; the vehicle's braking force in the control information is compared with the actual braking force inherent in the vehicle. When the actual braking force is less than the maximum value of the vehicle's braking force, the actual braking force is used to brake the vehicle. Furthermore, when the actual braking force is greater than the motion sickness braking force but less than the minimum value of the vehicle's braking force range in the control information, the motion sickness braking force is no longer considered, and only the actual braking force is used to brake the vehicle, achieving emergency braking.

[0090] Braking distance is calculated using the following formula:

[0091] Braking distance = (initial velocity^2) / (2 × vehicle braking force × coefficient of friction).

[0092] The above formula describes the distance an object needs to decelerate from its initial velocity to zero under a given braking force and coefficient of friction. The initial velocity must be given as a scalar, and its units must be consistent with the braking force and coefficient of friction.

[0093] It is important to note that the above formula is derived without considering other factors (such as air resistance). Therefore, additional parameters can be added to take into account factors including air resistance.

[0094] During braking, the braking distances of the first vehicle and the second vehicle can be acquired in real time, and the control information can be dynamically calculated and updated based on the current braking acceleration. Braking is then performed based on the updated control information.

[0095] In addition, by acquiring the traffic light status and change time, as well as the braking distance and vehicle braking force information provided in the first vehicle braking distance and the second vehicle braking distance, the braking time is calculated. Based on the traffic light status when the vehicle arrives at the traffic light, it is determined whether to trigger braking information, thereby calculating whether to brake; if it is a red light, the vehicle is braked according to the traffic light status and the control information, otherwise no braking is performed.

[0096] Based on the calculated vehicle braking force range, the vehicle braking force corresponding to the pedal depth can also be calculated according to the control range of vehicle braking force in the control information. In this way, braking effects that meet the driver's needs can be achieved while ensuring safety.

[0097] Preferably, the vehicle braking force includes providing vehicle braking force using an energy recovery device for recovering braking energy.

[0098] This application also provides an active braking device, which includes an acquisition module 301, a processing module 302 and a braking module 303.

[0099] Figure 2 This is a schematic diagram of the active braking device in this application.

[0100] Please refer to Figure 2 As shown, the acquisition module 301 is used to acquire first braking information and second braking information of the vehicle. The first braking information includes road traffic condition information, which is information obtained through the vehicle navigation system, including road speed limit value and road congestion value. The second braking information includes vehicle surrounding space information, which is information identified through the road information recognition system, including the distance between the vehicle and its surroundings, the position of pedestrians, and the position of zebra crossings.

[0101] The first and second braking information are usually obtained by in-vehicle equipment, including in-vehicle navigation devices, smart sensors, etc., or they can be obtained from real-time monitoring equipment on the road, traffic signs, traffic broadcasts, and other channels.

[0102] The device for acquiring information can be a vehicle information device, an in-vehicle navigation device, or a road information recognition device, etc. The vehicle information device may be a device that includes the in-vehicle navigation device, or the in-vehicle navigation device may be used as a separate device.

[0103] Then, based on the acquired information, the following information processing is performed:

[0104] Specifically, the vehicle information device is used to monitor, collect, and analyze various data related to the vehicle, such as vehicle speed, fuel consumption, temperature, humidity, and the internal and external environment. This device can help the driver better understand the vehicle's condition. In this application, the vehicle information device first collects the pedal depth of the brake pedal when the vehicle brakes, and calculates the rate of change of this pedal depth, as well as collecting the vehicle speed value, etc.

[0105] Based on the data collected or gathered by the vehicle information device, the driver's driving intention is determined. The driving intention refers to the driver's goal or purpose in controlling the vehicle; preferably, it refers to the driver's intention to accelerate, decelerate, etc. In fact, determining the driver's driving intention is to obtain the trigger information for the active control method described in this application. When the driver's driving intention is to decelerate, active control is triggered.

[0106] The active control described in this application refers to accurately and reasonably calculating the minimum braking distance based on the current vehicle environment (such as road conditions and spatial conditions) to ensure that the driver does not experience dizziness to the greatest extent possible while fully guaranteeing safety.

[0107] The first braking information calculated based on the road traffic conditions and the second braking information calculated based on the vehicle's surrounding spatial conditions can be obtained by the vehicle navigation device and the road information recognition device, respectively. The vehicle navigation device includes GPS and BeiDou satellite positioning devices, and the road information recognition device includes real-time monitoring equipment.

[0108] Specifically, the first braking information acquired by the vehicle navigation device includes: the speed limit value of the road segment, the road congestion value, and the vehicle's position on the road. The second braking information acquired by the road information recognition device includes: the distance to the vehicle in front and behind, the position of pedestrians and zebra crossings, and the position of traffic lights, etc.

[0109] Furthermore, the road surface information recognition device also collects the current road surface quality, that is, obtains the material of the road surface, and calculates the road surface friction coefficient in combination with the current environmental conditions. In specific implementations, the road surface friction coefficient can be calculated directly based on the road surface material, such as asphalt, cement, or gravel road surface, and corrected for the friction coefficient in combination with the current environmental conditions, such as rain or icing, to obtain the road surface quality.

[0110] In this application, the first braking information is obtained based on the vehicle navigation device, but it can also be obtained through other means. Similarly, the second braking information can be obtained through methods other than the road information recognition device.

[0111] Preferably, the first braking information can also be obtained through means not limited to those provided by third parties, such as various map apps, or even edge computing devices.

[0112] Please refer to Figure 2 As shown, the processing module 302 is used to calculate the braking distance of the first vehicle based on the first braking information, and to calculate the braking distance of the second vehicle using the second braking information and the first vehicle braking distance;

[0113] Control information for vehicle braking force is generated based on the second vehicle braking distance.

[0114] Calculating the first braking distance can be done in one embodiment: based on the speed limit, it can be determined that the speed should change at a certain distance ahead. If a reduction in speed is required, the first vehicle braking distance is determined based on the speed limit and the current speed. It should be clear that the speed limit can also be replaced by road congestion levels, traffic light locations, etc.

[0115] Based on the second braking information, the available vehicle braking distance range, i.e., the second vehicle braking distance, can be further determined on the basis of the first vehicle braking distance.

[0116] In calculating the braking distance of the second vehicle, a preferred embodiment is to select the braking distance with the shortest braking distance from among a plurality of braking distances as the second braking distance.

[0117] Let L be the braking distance of the second vehicle, then the expression is as follows:

[0118] L = min(distance to traffic light, distance to vehicles in front and behind, distance to zebra crossing, distance to speed bump, distance to pothole).

[0119] Simultaneously, the vehicle's acceleration can be calculated using the first braking information. Preferably, the current speed and acceleration can be directly measured and obtained by sensors.

[0120] Based on the first vehicle braking distance, the braking distance is further calculated according to the spatial information (second braking information). For example, based on the distance between the vehicles in front and behind, pedestrian crossings, and other information, a second vehicle braking distance is calculated based on the first vehicle braking distance. This application improves the accuracy of braking force control by incorporating the second braking distance into the reference factors for calculating the braking distance.

[0121] In the principle of vehicle braking, the magnitude of the vehicle braking force can be calculated based on the relationship between acceleration, braking distance and time, as well as the relationship between this acceleration and friction and vehicle braking force.

[0122] Specifically, the relationship between acceleration and distance, initial velocity, and time can be expressed by the following formula:

[0123] Distance = initial velocity × time + (1 / 2) × acceleration × time^2.

[0124] When a vehicle brakes, the acceleration is negative, indicating deceleration. Assuming the braking force equals the frictional force, the braking force can be expressed as:

[0125] Braking force = vehicle mass × acceleration.

[0126] By combining the two formulas above, the relationship between vehicle mass and braking force can be solved. Based on these formulas, the vehicle braking force is calculated, and then the vehicle acceleration is limited according to the second vehicle braking distance. That is, the range of vehicle acceleration is calculated based on the vehicle's current initial speed and current braking distance. The calculated vehicle braking force is used as the control information.

[0127] Please refer to Figure 2 As shown, the braking module 303 is used to control the vehicle braking according to the control information.

[0128] Based on the principles revealed by the above formulas, the active control strategy set up in this application includes:

[0129] The vehicle brakes based on the driver's driving intentions, control information, and road surface conditions.

[0130] Specifically, the vehicle braking force in the control information is a range, or it can be described as a range of braking force magnitudes while ensuring safety. The vehicle braking force needs to be calculated within this range for braking purposes. Here, the vehicle braking force can be the maximum value within the range. Therefore, when a driving intention is received, a strategy for selecting the magnitude of the vehicle braking force can be automatically performed, thereby improving vehicle braking safety.

[0131] Specifically, the strategy selection includes:

[0132] To ensure vehicle safety and simultaneously meet driver comfort requirements, a motion sickness braking force is further configured. This motion sickness braking force refers to the minimum braking force that will cause the driver to experience dizziness during braking.

[0133] The dizziness is caused by the vehicle pitch angle λ generated by the braking force, the frequency of this pitch angle change t, and the method for determining the motion sickness braking force is as follows:

[0134] When the vehicle pitch angle λ reaches f d When the driver experiences dizziness, the vehicle's braking force is f.λ When the pitch angle change frequency t reaches t d When the driver experiences dizziness, the vehicle's braking force is f. t ;

[0135] Wherein, the λ d The minimum vehicle pitch angle value that produces a feeling of dizziness, t d The minimum pitch angle change frequency value that produces a feeling of dizziness;

[0136] Then take f λ f t The minimum value in the range is used as the motion sickness braking force;

[0137] For example, generally speaking, when the vehicle body pitches at an angle of 3° during braking, a feeling of dizziness can be produced. At this time, the braking force is f. λ In other words, when the braking force of the vehicle is greater than f λ A feeling of dizziness will occur immediately; similarly, during braking, a feeling of dizziness will occur when the frequency of change in the vehicle's pitch angle due to braking reaches 0.5° within 1 second. At this time, the braking force is f. t In other words, when the braking force of the vehicle is greater than f t This will cause dizziness; then select f λ and f t Two relatively small braking forces are used as motion sickness braking forces in this embodiment, and the vehicle braking is controlled according to the motion sickness braking forces;

[0138] It is worth emphasizing that this embodiment takes into account the influence of motion sickness braking force on vehicle braking when actively braking the vehicle, and proposes a calculation method for motion sickness braking force, thereby making the judgment of motion sickness braking force more accurate and improving the driver's driving experience during active braking.

[0139] The vehicle braking force range is compared with the motion sickness braking force to achieve optimal vehicle braking force selection. Specifically, the control range of the vehicle braking force in the control information is obtained; the control range of the vehicle braking force is compared with the preset motion sickness braking force, and the vehicle braking force lower than the motion sickness braking force is selected for vehicle braking.

[0140] Furthermore, the braking strategy may include the following three situations: first, the motion sickness braking force is greater than the maximum value of the vehicle braking force range; second, the motion sickness braking force is within the vehicle braking force range; and third, the motion sickness braking force is less than the minimum value of the vehicle braking force range.

[0141] For the first situation, the maximum value of the vehicle braking force range can be selected for braking; for the second situation, a value lower than the motion sickness braking force and within the maximum value of the vehicle braking force range can be selected for braking (for example, when the motion sickness braking force is X, the vehicle braking force is selected as X-1); for the third situation, the minimum value in the vehicle braking force range can be selected for braking.

[0142] When braking, the vehicle braking force available for braking is less than or equal to the maximum actual braking force, where the maximum actual braking force is equal to the maximum braking force provided by the wheel end plus the braking force applied by the motor end for regenerative braking.

[0143] The vehicle braking force range calculated based on the first and second braking information is not necessarily within the actual braking force range, because the vehicle itself has a maximum limit on the usable actual braking force, which may not coincide with the vehicle braking force range determined based on the first and second braking information. Under these conditions:

[0144] The control range of the vehicle's braking force is obtained from the control information; the vehicle's braking force in the control information is compared with the actual braking force inherent in the vehicle. When the actual braking force is less than the maximum value of the vehicle's braking force, the actual braking force is used to brake the vehicle. Furthermore, when the actual braking force is greater than the motion sickness braking force but less than the minimum value of the vehicle's braking force range in the control information, the motion sickness braking force is no longer considered, and only the actual braking force is used to brake the vehicle, achieving emergency braking.

[0145] Braking distance is calculated using the following formula:

[0146] Braking distance = (initial velocity^2) / (2 × vehicle braking force × coefficient of friction).

[0147] The above formula describes the distance an object needs to decelerate from its initial velocity to zero under a given braking force and coefficient of friction. The initial velocity must be given as a scalar, and its units must be consistent with the braking force and coefficient of friction.

[0148] It is important to note that the above formula is derived without considering other factors (such as air resistance). Therefore, additional parameters can be added to take into account factors including air resistance.

[0149] During braking, the braking distances of the first vehicle and the second vehicle can be acquired in real time, and the control information can be dynamically calculated and updated based on the current braking acceleration. Braking is then performed based on the updated control information.

[0150] In addition, by acquiring the traffic light status and change time, as well as the braking distance and vehicle braking force information provided in the first vehicle braking distance and the second vehicle braking distance, the braking time is calculated. Based on the traffic light status when the vehicle arrives at the traffic light, it is determined whether to trigger braking information, thereby calculating whether to brake; if it is a red light, the vehicle is braked according to the traffic light status and the control information, otherwise no braking is performed.

[0151] Based on the calculated vehicle braking force range, the vehicle braking force corresponding to the pedal depth can also be calculated according to the control range of vehicle braking force in the control information. In this way, braking effects that meet the driver's needs can be achieved while ensuring safety.

[0152] Preferably, the vehicle braking force includes providing vehicle braking force using an energy recovery device for recovering braking energy.

[0153] Preferably, this application also provides an electronic device applied in a vehicle control system, comprising: a processor and a memory; the processor executes the steps of the above-described active braking method by calling programs or instructions stored in the memory.

[0154] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the active braking method described above.

[0155] This document is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (devices), and computer program products according to embodiments herein. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0156] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0157] It should be noted that the terminology used in this application is for the purpose of describing specific embodiments only and is not intended to limit the scope of this application. As shown in this specification, unless the context clearly indicates otherwise, words such as "a," "an," "an," and / or "the" do not specifically refer to the singular and may include the plural. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, or apparatus. Without further limitations, an element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, or apparatus that includes said element.

[0158] It should also be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," "linked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0159] The embodiments and / or implementation methods described above are merely preferred embodiments and / or implementation methods for implementing the technology of the present invention, and are not intended to limit the implementation methods of the technology of the present invention in any way. Any person skilled in the art can make some modifications or alterations to other equivalent embodiments without departing from the scope of the technical means disclosed in the content of the present invention, but they should still be regarded as the technology or embodiments that are substantially the same as the present invention.

[0160] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. The above descriptions are only preferred embodiments of this application. It should be noted that due to the limitations of written expression, while there are objectively infinite specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of this application, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of this application.

Claims

1. An active braking method, characterized in that, include: The system acquires first braking information and second braking information of the vehicle. The first braking information includes road traffic condition information, which is obtained through the vehicle navigation system and includes road speed limit and road congestion value. The second braking information includes vehicle surrounding space information, which is identified through the road information recognition system and includes the distance between the vehicle and its surroundings, the position of pedestrians, and the position of zebra crossings. The braking distance of the first vehicle is calculated based on the first braking information, and the braking distance of the second vehicle is calculated using the second braking information and the braking distance of the first vehicle. Control information for generating vehicle braking force based on the second vehicle braking distance, and controlling vehicle braking based on the control information, including obtaining the vehicle braking force range in the control information; comparing the vehicle braking force range with a preset motion sickness braking force, and selecting the vehicle braking force lower than the motion sickness braking force for vehicle braking, wherein the motion sickness braking force refers to the minimum braking force that will cause the driver to feel dizzy when braking; the dizziness is determined by the vehicle pitch angle generated by the braking force, the frequency of the vehicle pitch angle change, the total number of vehicle pitch angles generated by the vehicle braking force within a preset time period, and the total number of times the vehicle pitch angle generated by the vehicle braking force exceeds a predetermined angle.

2. The active braking method according to claim 1, characterized in that, The calculation of the braking distance of the second vehicle includes: The braking distance calculated based on the second braking information is compared with the braking distance of the first vehicle, and the shorter of the two braking distances is determined as the braking distance of the second vehicle.

3. The active braking method according to claim 1, characterized in that, The step of controlling vehicle braking according to the control information includes: Obtain the vehicle braking force range from the control information; The vehicle braking force range is compared with the actual braking force of the vehicle. When the actual braking force is less than the minimum value of the vehicle braking force range, the actual braking force is used to brake the vehicle.

4. The active braking method according to claim 1, characterized in that, The step of controlling vehicle braking according to the control information includes: Obtain the vehicle's acceleration; The control information is updated based on the acceleration and the braking distance of the second vehicle, and the vehicle braking is controlled based on the updated control information.

5. The active braking method according to claim 1, characterized in that, The first braking information also includes traffic light status information; Determine the status of the traffic lights when the vehicle arrives at the intersection; If the traffic light is red or yellow, the vehicle will be braked according to the control information; otherwise, no braking will be performed.

6. The active braking method according to any one of claims 1 to 5, characterized in that, The step of controlling vehicle braking according to the control information includes: Based on the vehicle braking force range in the control information, calculate the vehicle braking force corresponding to the pedal depth.

7. An active braking device, characterized in that, It includes an acquisition module, a processing module, and a braking module; The acquisition module is used to acquire first braking information and second braking information of the vehicle. The first braking information includes road traffic condition information, which is information acquired through the vehicle navigation system, including road speed limit and road congestion value. The second braking information includes vehicle surrounding space information, which is information identified through the road information recognition system, including the distance between the vehicle and its surroundings, the position of pedestrians, and the position of zebra crossings. The processing module is configured to calculate the first vehicle braking distance based on the first braking information, and calculate the second vehicle braking distance using the second braking information and the first vehicle braking distance; and generate control information for vehicle braking force based on the second vehicle braking distance. The braking module is used to control vehicle braking according to the control information, including obtaining the vehicle braking force range in the control information; comparing the vehicle braking force range with a preset motion sickness braking force, and selecting a vehicle braking force lower than the motion sickness braking force for vehicle braking, wherein the motion sickness braking force refers to the minimum braking force that will cause the driver to feel dizzy when braking; the dizziness is determined by the vehicle pitch angle generated by the braking force, the frequency of the vehicle pitch angle change, the total number of vehicle pitch angles generated by the vehicle braking force within a preset time period, and the total number of times the vehicle pitch angle generated by the vehicle braking force exceeds a predetermined angle.

8. An electronic device, characterized in that, The electronic device includes: Processor and memory; The processor executes the steps of the active braking method as described in any one of claims 1 to 6 by calling the program or instructions stored in the memory.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the active braking method as described in any one of claims 1 to 6.

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