Vehicle brake control method, device, equipment and storage medium

Abstract

The application discloses a vehicle brake control method, device, equipment and storage medium, comprising: obtaining driving condition information of a vehicle; in the case of receiving a stop command, determining an emergency brake distance, a first non-sensory brake distance, a second non-sensory brake distance and a current distance between the vehicle and a target object according to the driving condition information; if the current distance is less than the emergency brake distance, controlling the vehicle to enter an emergency deceleration mode; if the current distance is greater than the first non-sensory brake distance, controlling the vehicle to enter an economic self-adaptive deceleration mode; if the current distance is greater than the second non-sensory brake distance and the current distance is less than the first non-sensory brake distance, controlling the vehicle to enter a comfortable self-adaptive deceleration mode; if the current distance is greater than the emergency brake distance and the current distance is less than the second non-sensory brake distance, controlling the vehicle to enter a sports self-adaptive deceleration mode. The front leaning and jolting feeling during parking can be reduced, and the driving comfort of a user can be improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle braking control method, device, equipment, and storage medium. Background Technology

[0002] With the development of automotive electronics technology, cars are gradually becoming more intelligent and electric. As vehicles become more intelligent, users are demanding higher levels of comfort. Currently, intelligent driving vehicles exhibit a noticeable forward tilting and jerking sensation during parking, resulting in a poor user experience. Therefore, reducing this forward tilting and jerking sensation during parking has become an urgent technical problem to be solved. Summary of the Invention

[0003] The main objective of this invention is to provide a vehicle braking control method, device, equipment, and storage medium, aiming to solve the technical problem of how to reduce the forward tilting and jerking sensation during vehicle parking in the prior art.

[0004] To achieve the above objectives, the present invention provides a vehicle braking control method, the method comprising the following steps:

[0005] Obtain vehicle operating condition information;

[0006] Upon receiving a braking command, the emergency braking distance, the first non-sensory braking distance, the second non-sensory braking distance, and the current distance between the vehicle and the target object are determined based on the driving condition information.

[0007] If the current distance is less than the emergency braking distance, then control the vehicle to enter emergency deceleration mode;

[0008] If the current distance is greater than the first non-sensory braking distance, then control the vehicle to enter the economic adaptive deceleration mode;

[0009] If the current distance is greater than the second seamless braking distance and the current distance is less than the first seamless braking distance, then control the vehicle to enter the comfort adaptive deceleration mode;

[0010] If the current distance is greater than the emergency braking distance and the current distance is less than the second non-sensory braking distance, then the vehicle is controlled to enter the motion adaptive deceleration mode.

[0011] Optionally, the emergency deceleration mode includes a first deceleration phase, a first coasting phase, and a first braking phase;

[0012] If the current distance is less than the emergency braking distance, then controlling the vehicle to enter emergency deceleration mode includes:

[0013] If the current distance is less than the emergency braking distance, then the vehicle is controlled to decelerate at a preset emergency deceleration and a preset emergency deceleration gradient during the first deceleration phase, the first coasting phase, and the first braking phase.

[0014] Optionally, the economic adaptive deceleration mode includes a second deceleration phase, a second coasting phase, and a second braking phase;

[0015] If the current distance is greater than the first non-sensory braking distance, then controlling the vehicle to enter the economic adaptive deceleration mode includes:

[0016] If the current distance is greater than the first non-sensory braking distance, then the vehicle is controlled to decelerate at a preset coasting deceleration during the second deceleration phase and the second coasting phase;

[0017] When the vehicle's speed decreases to a preset creep speed and the current distance decreases to a preset braking distance, the vehicle is controlled to decelerate at a preset braking deceleration and a preset braking deceleration gradient during the second braking phase.

[0018] Optionally, the comfort adaptive deceleration mode includes a third deceleration phase, a third coasting phase, and a third braking phase;

[0019] If the current distance is greater than the second seamless braking distance and the current distance is less than the first seamless braking distance, then the vehicle is controlled to enter a comfort adaptive deceleration mode, including:

[0020] If the current distance is greater than the second non-sensory braking distance and the current distance is less than the first non-sensory braking distance, then the preset deceleration and preset deceleration gradient are searched in the preset mapping table according to the current distance;

[0021] In the third deceleration phase, the vehicle is controlled to decelerate at the preset deceleration and the preset deceleration gradient.

[0022] When the vehicle's speed decreases to a preset coasting speed, the vehicle is controlled to decelerate at a preset coasting deceleration during the third coasting phase.

[0023] When the vehicle's speed decreases to a preset creep speed and the current distance decreases to a preset braking distance, the vehicle is controlled to decelerate at a preset braking deceleration and a preset braking deceleration gradient during the third braking phase.

[0024] Optionally, the motion adaptive deceleration mode includes a fourth deceleration phase, a fourth coasting phase, and a fourth braking phase;

[0025] If the current distance is greater than the emergency braking distance and the current distance is less than the second non-impact braking distance, then the vehicle is controlled to enter the motion adaptive deceleration mode, including:

[0026] If the current distance is greater than the emergency braking distance and the current distance is less than the second non-sensory braking distance, then in the fourth deceleration phase, the vehicle is controlled to decelerate with a preset emergency deceleration and a preset emergency deceleration gradient.

[0027] When the vehicle's speed drops to a preset coasting speed, the vehicle is controlled to decelerate at a preset coasting deceleration during the fourth coasting phase.

[0028] When the vehicle's speed decreases to a preset creep speed and the current distance decreases to a preset braking distance, the vehicle is controlled to decelerate at a preset braking deceleration and a preset braking deceleration gradient during the fourth braking phase.

[0029] Optionally, upon receiving a braking command, determining the emergency braking distance, the first non-impact braking distance, the second non-impact braking distance, and the current distance between the vehicle and the target object based on the driving condition information includes:

[0030] Upon receiving a braking command, the ground adhesion coefficient and road slope of the current road being traveled by the vehicle are determined based on the driving condition information.

[0031] Determine the slope compensation deceleration based on the road gradient;

[0032] The emergency braking distance is determined based on the ground adhesion coefficient and the slope compensation deceleration.

[0033] Optionally, upon receiving a braking command, determining the emergency braking distance, the first non-impact braking distance, the second non-impact braking distance, and the current distance between the vehicle and the target object based on the driving condition information includes:

[0034] Upon receiving a braking command, the current speed of the vehicle is determined based on the driving condition information;

[0035] Based on the current driving speed, determine the first and second seamless braking distances.

[0036] Furthermore, to achieve the above objectives, the present invention also proposes a vehicle braking control device, the device comprising:

[0037] The acquisition module is used to acquire vehicle driving condition information;

[0038] The determination module is used to determine, upon receiving a braking command, the emergency braking distance, the first non-sensory braking distance, the second non-sensory braking distance, and the current distance between the vehicle and the target object based on the driving condition information.

[0039] The control module is used to control the vehicle to enter an emergency deceleration mode if the current distance is less than the emergency braking distance.

[0040] The control module is also used to control the vehicle to enter an economic adaptive deceleration mode if the current distance is greater than the first non-sensory braking distance.

[0041] The control module is further configured to control the vehicle to enter a comfort adaptive deceleration mode if the current distance is greater than the second non-sensory braking distance and the current distance is less than the first non-sensory braking distance.

[0042] The control module is further configured to control the vehicle to enter a motion adaptive deceleration mode if the current distance is greater than the emergency braking distance and the current distance is less than the second non-sensory braking distance.

[0043] Furthermore, to achieve the above objectives, the present invention also proposes an electronic device, the device comprising: a memory, a processor, and a vehicle braking control program stored in the memory and executable on the processor, the vehicle braking control program being configured to implement the steps of the vehicle braking control method as described above.

[0044] In addition, to achieve the above objectives, the present invention also proposes a storage medium storing a vehicle braking control program, which, when executed by a processor, implements the steps of the vehicle braking control method as described above.

[0045] This invention acquires vehicle driving condition information; upon receiving a braking command, it determines an emergency braking distance, a first non-impact braking distance, a second non-impact braking distance, and the current distance between the vehicle and a target object based on the driving condition information; if the current distance is less than the emergency braking distance, the vehicle is controlled to enter an emergency deceleration mode; if the current distance is greater than the first non-impact braking distance, the vehicle is controlled to enter an economy adaptive deceleration mode; if the current distance is greater than the second non-impact braking distance and less than the first non-impact braking distance, the vehicle is controlled to enter a comfort adaptive deceleration mode; if the current distance is greater than the emergency braking distance and less than the second non-impact braking distance, the vehicle is controlled to enter a sport adaptive deceleration mode. This invention controls the vehicle to enter different deceleration modes based on the relationship between the current distance and the emergency braking distance, the first non-impact braking distance, and the second non-impact braking distance, so that the vehicle's deceleration mode matches the current distance, reducing the forward lurching sensation when stopping and improving user driving comfort. Attached Figure Description

[0046] Figure 1 This is a schematic diagram of the structure of an electronic device in the hardware operating environment involved in the embodiments of the present invention;

[0047] Figure 2 This is a flowchart illustrating the first embodiment of the vehicle braking control method of the present invention;

[0048] Figure 3 This is a schematic diagram of the structure of a sensorless braking system in one embodiment of the vehicle braking control method of the present invention;

[0049] Figure 4 This is a schematic diagram of the emergency deceleration mode in one embodiment of the vehicle braking control method of the present invention;

[0050] Figure 5 This is a schematic diagram of the control mode of the economic adaptive deceleration mode in one embodiment of the vehicle braking control method of the present invention;

[0051] Figure 6 This is a schematic diagram of the motion adaptive deceleration mode in one embodiment of the vehicle braking control method of the present invention;

[0052] Figure 7 This is a flowchart illustrating the second embodiment of the vehicle braking control method of the present invention;

[0053] Figure 8 This is a schematic diagram of braking control in one embodiment of the vehicle braking control method of the present invention;

[0054] Figure 9 This is a schematic diagram of the control mode of the comfort adaptive deceleration mode in one embodiment of the vehicle braking control method of the present invention;

[0055] Figure 10 This is a flowchart illustrating the third embodiment of the vehicle braking control method of the present invention;

[0056] Figure 11 This is a structural block diagram of the first embodiment of the vehicle braking control device of the present invention.

[0057] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0058] It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the invention.

[0059] Reference Figure 1 , Figure 1 This is a schematic diagram of the electronic device structure of the hardware operating environment involved in the embodiments of the present invention.

[0060] like Figure 1 As shown, the electronic device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be high-speed random access memory (RAM) or stable non-volatile memory (NVM), such as a disk drive. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0061] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on the electronic device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0062] like Figure 1 As shown, the memory 1005, which serves as a storage medium, may include an operating system, a network communication module, a user interface module, and a vehicle braking control program.

[0063] exist Figure 1In the electronic device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 can be set in the electronic device. The electronic device calls the vehicle braking control program stored in the memory 1005 through the processor 1001 and executes the vehicle braking control method provided in the embodiment of the present invention.

[0064] This invention provides a vehicle braking control method, referring to... Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the vehicle braking control method of the present invention.

[0065] In this embodiment, the vehicle braking control method includes the following steps:

[0066] Step S10: Obtain vehicle driving condition information.

[0067] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, or an electronic device or other electronic device capable of performing the above functions. The following uses an electronic device as an example to illustrate this embodiment and the subsequent embodiments.

[0068] It is understandable that driving condition information can be vehicle information collected during vehicle operation. Vehicle condition information includes, but is not limited to, vehicle speed, distance to the vehicle in front, vehicle position, road conditions, and surrounding environment of the vehicle. Driving condition information can be obtained through planning modules, positioning modules, perception modules, and chassis modules.

[0069] Step S20: Upon receiving a braking command, determine the emergency braking distance, the first non-sensory braking distance, the second non-sensory braking distance, and the current distance between the vehicle and the target object based on the driving condition information.

[0070] Understandably, a braking command can be an instruction to control the vehicle's braking, causing the vehicle to stop within a target area; an emergency braking distance can be the distance the vehicle travels during emergency braking; the first non-impact braking distance can also be called the maximum non-impact braking distance, which can be determined based on the vehicle's speed when the braking command is received; the second non-impact braking distance can also be called the minimum non-impact braking distance, which can be determined based on the vehicle's speed when the braking command is received; the target object can be an object on the path of the vehicle towards the target area, including but not limited to dynamic obstacles, static obstacles, and parking lines; the current distance can be the distance between the vehicle and the target object.

[0071] Step S30: If the current distance is less than the emergency braking distance, then control the vehicle to enter the emergency deceleration mode.

[0072] It should be understood that emergency deceleration mode is a mode for emergency control of vehicle deceleration.

[0073] Step S40: If the current distance is greater than the first non-sensory braking distance, then control the vehicle to enter the economic adaptive deceleration mode.

[0074] Understandably, the economic adaptive deceleration mode is a mode that controls vehicle deceleration while taking into account vehicle economy.

[0075] Step S50: If the current distance is greater than the second non-sensory braking distance and the current distance is less than the first non-sensory braking distance, then control the vehicle to enter the comfort adaptive deceleration mode.

[0076] Understandably, the comfort adaptive deceleration mode is a mode that controls vehicle deceleration while taking into account vehicle comfort.

[0077] Step S60: If the current distance is greater than the emergency braking distance and the current distance is less than the second non-sensory braking distance, then control the vehicle to enter the motion adaptive deceleration mode.

[0078] It is understandable that adaptive deceleration mode can be a mode that controls the vehicle to decelerate based on the vehicle's driving information.

[0079] In specific implementation, refer to Figure 3 , Figure 3 This is a schematic diagram of a contactless braking system. The contactless braking system includes a planning module, a positioning module, a sensing module, a longitudinal control module, and a chassis module. These modules acquire driving condition information such as vehicle speed, distance to the vehicle in front, vehicle position, road conditions, and the surrounding environment. Upon receiving a braking command, the system determines the emergency braking distance, the first contactless braking distance, the second contactless braking distance, and the current distance to the target object based on the aforementioned driving condition information. The current distance is compared with the emergency braking distance, the first contactless braking distance, and the second contactless braking distance, and the vehicle's deceleration mode is determined based on the comparison result.

[0080] Furthermore, in order to improve braking safety, the emergency deceleration mode includes a first deceleration phase, a first coasting phase, and a first braking phase. Step S30 includes: if the current distance is less than the emergency braking distance, then controlling the vehicle to decelerate at a preset emergency deceleration rate and a preset emergency deceleration rate gradient during the first deceleration phase, the first coasting phase, and the first braking phase.

[0081] Understandably, the first deceleration stage can be the stage for controlling vehicle deceleration in emergency deceleration mode, the first coasting stage can be the stage for controlling vehicle coasting in emergency deceleration mode, and the first braking stage can be the stage for controlling vehicle braking to a stop in emergency deceleration mode. Different braking deceleration rates can be used to control vehicle deceleration in different braking stages to reduce the jerkiness during vehicle braking. The preset emergency deceleration rate can be the deceleration rate of the vehicle in emergency deceleration mode that is set in advance. The preset emergency deceleration rate gradient can be the deceleration rate gradient of the vehicle in emergency deceleration mode that is set in advance. If the current distance is less than the emergency braking distance, then emergency deceleration mode is entered.

[0082] It should be understood that if the current distance is less than the emergency braking distance, it means that the vehicle is close to the obstacle or parking space. At this time, the first deceleration phase, the first coasting phase and the first braking phase are combined, and the vehicle is controlled to decelerate at a preset emergency deceleration and a preset emergency deceleration gradient in all three phases.

[0083] In specific implementation, refer to Figure 4 , Figure 4 This is a control diagram for the emergency deceleration mode. The emergency deceleration mode includes a first deceleration phase, a first coasting phase, and a first braking phase. The first deceleration phase is the stage for controlling the vehicle to decelerate, the first coasting phase is the stage for the vehicle to coast, and the first braking phase is the stage for controlling the vehicle to stop. Each phase provides a different deceleration and deceleration gradient based on the stopping distance and speed. The current distance between the vehicle and the obstacle or parking space is compared with the emergency braking distance. If the current distance is less than the emergency braking distance, the emergency deceleration mode is entered, and the first deceleration phase, the first coasting phase, and the first braking phase are combined. All three braking phases control the vehicle to decelerate at a preset emergency deceleration and a preset emergency deceleration gradient. For example, if the preset emergency deceleration is -11g and the preset emergency deceleration gradient is 1g / second, then the vehicle's deceleration is gradually increased to -11g based on the preset emergency deceleration gradient of 1g / second, ultimately controlling the vehicle to decelerate urgently.

[0084] Furthermore, in order to reduce vehicle jerking while reducing vehicle energy consumption, the economic adaptive deceleration mode includes a second deceleration phase, a second coasting phase, and a second braking phase. Step S30 further includes: if the current distance is greater than the first non-impact braking distance, then controlling the vehicle to decelerate at a preset coasting deceleration rate during the second deceleration phase and the second coasting phase; when the vehicle's speed decreases to a preset creep speed and the current distance decreases to a preset braking distance, controlling the vehicle to decelerate at a preset braking deceleration rate and a preset braking deceleration rate gradient during the second braking phase.

[0085] Understandably, the second deceleration phase can be the stage for controlling vehicle deceleration in the economic adaptive deceleration mode, the second coasting phase can be the stage for controlling vehicle coasting in the economic adaptive deceleration mode, and the second braking phase can be the stage for controlling vehicle braking to a stop in the economic adaptive deceleration mode. Upon receiving a braking command, the vehicle speed is acquired, and the first non-impact braking distance is obtained by looking up a table based on the vehicle speed. If the current distance is greater than the first non-impact braking distance, the economic adaptive deceleration mode is entered. In the economic adaptive deceleration mode, the second deceleration phase and the second coasting phase are merged. The preset coasting deceleration can be a pre-set deceleration rate for controlling vehicle coasting; the preset creep speed can be a pre-set speed for controlling vehicle creeping; the preset braking distance can be a pre-set distance traveled by the vehicle in the braking phase; the preset braking deceleration can be a pre-set deceleration rate of the vehicle in the braking phase; and the preset braking deceleration gradient can be a pre-set deceleration gradient of the vehicle in the braking phase.

[0086] In specific implementation, refer to Figure 5 , Figure 5 This is a control diagram for the economic adaptive deceleration mode. The economic adaptive deceleration mode includes a second deceleration phase, a second coasting phase, and a second braking phase. The current distance is compared with the first non-impact braking distance. If the current distance is greater than the first non-impact braking distance, it indicates that the braking distance is long enough, and the second deceleration phase is combined with the second coasting phase. During the second deceleration and coasting phases, the vehicle is controlled to coast. When the vehicle's current speed decreases to a preset creep speed and the current distance decreases to a preset braking distance, the vehicle enters the second braking phase, where the vehicle is controlled to decelerate to a preset braking distance. The vehicle decelerates using a preset deceleration gradient, such as a preset coasting deceleration of -0g and a preset coasting deceleration gradient of 0g / second, a preset braking deceleration of -0.15g and a preset deceleration gradient of 0.05g / second. In the second deceleration and second coasting phases, the vehicle coasts from its current speed to a preset creeping speed. As the vehicle's speed decreases to the preset creeping speed and the current distance to the obstacle decreases to the preset braking distance, the vehicle's deceleration is gradually increased to -0.15g based on the preset deceleration gradient of 0.05g / second, thereby controlling the vehicle to stop seamlessly in the second braking phase.

[0087] Furthermore, in order to reduce the jerking sensation when the vehicle stops while ensuring vehicle safety, the motion adaptive deceleration mode includes a fourth deceleration phase, a fourth coasting phase, and a fourth braking phase. Step S30 further includes: if the current distance is greater than the emergency braking distance and the current distance is less than the second non-sensory braking distance, then in the fourth deceleration phase, the vehicle is controlled to decelerate with a preset emergency deceleration and a preset emergency deceleration gradient; when the vehicle's speed decreases to a preset coasting speed, the vehicle is controlled to decelerate with a preset coasting deceleration in the fourth coasting phase; when the vehicle's speed decreases to a preset creeping speed and the current distance decreases to a preset braking distance, the vehicle is controlled to decelerate with a preset braking deceleration and a preset braking deceleration gradient in the fourth braking phase.

[0088] It is understandable that the fourth deceleration stage can be the stage for controlling vehicle deceleration in the adaptive deceleration mode, the fourth coasting stage can be the stage for controlling vehicle coasting in the adaptive deceleration mode, and the fourth braking stage can be the stage for controlling vehicle braking to a stop in the adaptive deceleration mode. When a braking command is received, the vehicle speed is acquired, and the second seamless braking distance is obtained by looking up a table based on the vehicle speed. The second seamless braking distance can also be obtained through calibration, for example, by calibrating the sum of the emergency braking distance and the preset distance as the second seamless braking distance. The second seamless braking distance is less than the first seamless braking distance and greater than the emergency braking distance. The preset coasting speed can be a pre-set speed for controlling the vehicle to enter the coasting stage. If the current distance is greater than the emergency braking distance and less than the second seamless braking distance, then the adaptive deceleration mode is entered.

[0089] It should be understood that the fourth deceleration stage is mainly to control the vehicle speed to decrease rapidly, the fourth coasting stage is mainly to release the pressure of the hydraulic pump that performs deceleration to prevent abnormal noise and jerking caused by the release of the hydraulic pump during the braking stage, and the fourth braking stage is mainly to control the vehicle to stop without any noticeable impact.

[0090] In specific implementation, refer to Figure 6 , Figure 6This is a control diagram for the motion-adaptive deceleration mode. The motion-adaptive deceleration mode includes a fourth deceleration phase, a fourth coasting phase, and a fourth braking phase. The current distance is compared with the first non-sensory braking distance, the second non-sensory braking distance, and the emergency braking distance. If the current distance is greater than the emergency braking distance and less than the second non-sensory braking distance, the motion-adaptive deceleration mode is entered. In the fourth deceleration phase, the vehicle is controlled to decelerate with a preset emergency deceleration rate and a preset emergency deceleration rate gradient. When the vehicle speed decreases to a preset coasting speed, the vehicle enters the fourth coasting phase. In the fourth coasting phase, the vehicle is controlled to coast. If the vehicle speed decreases to a preset creeping speed and the current distance decreases to a preset braking distance, the vehicle enters the fourth braking phase. In the fourth braking phase, the vehicle is controlled to stop using a preset braking deceleration rate and a preset deceleration rate gradient. For example: the preset emergency deceleration rate is -11g, the preset emergency deceleration rate gradient is 1g / second, the preset coasting deceleration rate is 0g, and the preset coasting deceleration rate is 0g. The vehicle's initial speed is 2 km / h, the preset crawl speed is 1 km / h, the preset braking distance is 1 meter, the preset braking deceleration is -0.15g, and the preset deceleration gradient is 0.05g / second. In the fourth deceleration phase, the vehicle's deceleration is increased to -11g using the preset emergency deceleration gradient of 1g / second to control vehicle deceleration. When the vehicle's speed drops to 2 km / h, the vehicle is controlled to coast. If the vehicle's speed drops to 1 km / h in the fourth coasting phase, and the distance between the vehicle and the parking space stop line drops to 1 meter, the vehicle's deceleration is increased to -0.15g using the preset deceleration gradient of 0.05g / second to control the vehicle to stop in the parking space. The preset emergency deceleration, preset emergency deceleration gradient, preset coasting deceleration, preset coasting speed, preset crawl speed, preset braking distance, preset braking deceleration, and preset deceleration gradient can all be set to other values ​​according to the application scenario; this embodiment does not impose any restrictions.

[0091] This embodiment acquires the vehicle's driving condition information; upon receiving a braking command, it determines the emergency braking distance, the first non-impact braking distance, the second non-impact braking distance, and the current distance between the vehicle and the target object based on the driving condition information; if the current distance is less than the emergency braking distance, the vehicle is controlled to enter an emergency deceleration mode; if the current distance is greater than the first non-impact braking distance, the vehicle is controlled to enter an economy adaptive deceleration mode; if the current distance is greater than the second non-impact braking distance and less than the first non-impact braking distance, the vehicle is controlled to enter a comfort adaptive deceleration mode; if the current distance is greater than the emergency braking distance and less than the second non-impact braking distance, the vehicle is controlled to enter a sport adaptive deceleration mode. This embodiment controls the vehicle to enter different deceleration modes based on the relationship between the current distance and the emergency braking distance, the first non-impact braking distance, and the second non-impact braking distance, so that the vehicle's deceleration mode matches the current distance, reducing the forward lurching sensation when stopping and improving user driving comfort.

[0092] refer to Figure 7 , Figure 7 This is a flowchart illustrating the second embodiment of the vehicle braking control method of the present invention.

[0093] Based on the first embodiment described above, in this embodiment, the comfort adaptive deceleration mode includes a third deceleration phase, a third coasting phase, and a third braking phase, and step S30 includes:

[0094] Step S301: If the current distance is greater than the second non-sensory braking distance and the current distance is less than the first non-sensory braking distance, then look up the preset deceleration and preset deceleration gradient in the preset mapping table according to the current distance.

[0095] It is understandable that the third deceleration stage can be the stage of controlling vehicle deceleration in the comfort adaptive deceleration mode, the third coasting stage can be the stage of controlling vehicle coasting in the comfort adaptive deceleration mode, and the third braking stage can be the stage of controlling vehicle braking to a stop in the comfort adaptive deceleration mode; the preset mapping relationship table can be a data table that stores the mapping relationship between distance, deceleration, and deceleration gradient; the preset deceleration can be the deceleration found in the preset mapping relationship table, and the preset deceleration gradient can be the deceleration gradient found in the preset mapping relationship table.

[0096] It should be understood that the distance of the third deceleration phase is determined based on the current distance, the travel distance of the third coasting phase, and the travel distance of the third braking phase. The preset deceleration and preset deceleration gradient are then looked up in the preset mapping table based on the distance of the third deceleration phase.

[0097] Step S302: In the third deceleration phase, control the vehicle to decelerate at the preset deceleration and the preset deceleration gradient.

[0098] Step S303: When the vehicle's speed decreases to a preset coasting speed, the vehicle is controlled to decelerate at a preset coasting deceleration during the third coasting segment.

[0099] Step S304: When the vehicle's speed decreases to a preset creep speed and the current distance decreases to a preset braking distance, in the third braking phase, the vehicle is controlled to decelerate at a preset braking deceleration and a preset braking deceleration gradient.

[0100] It should be understood that if the current distance is greater than the second seamless braking distance and less than the first seamless braking distance, the vehicle enters the comfort adaptive deceleration mode. In the comfort adaptive deceleration mode, the travel distances of the third coasting segment and the third braking segment can be obtained. The current distance is subtracted from the travel distances of the third coasting segment and the third braking segment to obtain the deceleration segment distance. Based on the deceleration segment distance, the corresponding preset deceleration and preset deceleration gradient are looked up in the preset mapping relationship table, and the vehicle is controlled to decelerate at the found preset deceleration and preset deceleration gradient.

[0101] It should be noted that the calibration method for the preset braking deceleration and preset braking deceleration gradient during the braking phase can be as follows: different decelerations and deceleration gradients are calibrated during the braking phase. The vehicle is controlled to stop using the calibrated decelerations and deceleration gradients, and the braking stability evaluation corresponding to different decelerations and deceleration gradients is obtained. The decelerations and deceleration gradients with the highest braking stability evaluation are set as the preset braking decelerations and preset braking deceleration gradients. During the coasting phase, the hydraulic pump pressure is mainly released. When the deceleration returns to 0, the coasting phase ends. The time and coasting distance for different decelerations to return to 0 under a standard deceleration gradient are continuously tested with a real vehicle. Then, curves are fitted based on multiple sets of data, and coefficients are obtained based on different deceleration gradients. If the deceleration gradient is large, the coasting distance and coasting time are short. The coasting time and coasting distance are looked up in a table based on the vehicle's deceleration. During the deceleration phase, the deceleration phase distance is obtained based on the current distance to the obstacle, the coasting distance, and the stopping distance. The preset deceleration and preset deceleration gradient are obtained based on the deceleration phase distance.

[0102] Understandably, referring to Figure 8 , Figure 8This is a schematic diagram of the braking control. This embodiment adopts cascade PID control. For longitudinal control, three PID controllers—position PID, speed PID, and speed gradient PID—adjust the output acceleration / deceleration and acceleration / deceleration gradient to the vehicle. The position PID mainly addresses position tracking error, the speed PID mainly addresses speed tracking error, and the speed gradient PID mainly addresses the issue of acceleration and deceleration response speed. The acceleration and deceleration gradient modifier continuously modifies the deceleration gradient based on the endpoint position and the braking distance given by the planning module. The gradient is calibrated according to human perception, and different deceleration gradient values ​​are given according to different braking distances to ensure a smooth braking experience without forward jerkiness.

[0103] In specific implementation, refer to Figure 9 , Figure 9 This is a control diagram for the comfort adaptive deceleration mode. The current distance between the vehicle and the target object is compared with the emergency braking distance, the first non-impact braking distance, and the second non-impact braking distance. If the current distance is between the first and second non-impact braking distances, the comfort adaptive deceleration mode is entered. The travel distances of the third coasting segment and the third braking segment are obtained. The current distance is subtracted from the travel distances of the third coasting segment and the third braking segment to obtain the deceleration segment distance. Based on the deceleration segment distance, the corresponding preset deceleration and preset deceleration gradient are looked up in the preset mapping relationship table. In the third deceleration segment, the vehicle is controlled to decelerate with the found preset deceleration and preset deceleration gradient. If the vehicle speed drops to the preset coasting speed, the vehicle is controlled to decelerate with the preset coasting deceleration in the third coasting segment. When the vehicle speed drops to the preset creep speed and the current distance decreases to the preset braking distance, the vehicle is controlled to decelerate with the preset braking deceleration and preset braking deceleration gradient in the third braking segment.

[0104] In one example: determine if the road has a slope; if so, provide acceleration or deceleration compensation based on the slope; if there is no slope, no compensation is provided. Determine if there are obstacles; if there are obstacles, determine the braking mode based on the current distance to the obstacle; if there are no obstacles, determine the braking mode based on the current distance to the parking position. The braking modes include emergency deceleration mode, economy adaptive deceleration mode, comfort adaptive deceleration mode, and sport adaptive deceleration mode.

[0105] In this embodiment, if the current distance is greater than the second non-impact braking distance and less than the first non-impact braking distance, a preset deceleration and a preset deceleration gradient are looked up in a preset mapping table based on the current distance. During the third deceleration phase, the vehicle is controlled to decelerate using the preset deceleration and the preset deceleration gradient. If the vehicle's speed decreases to a preset coasting speed, the vehicle is controlled to decelerate using a preset coasting deceleration during the third coasting phase. If the vehicle's speed decreases to a preset creeping speed and the current distance decreases to a preset stopping distance, the vehicle is controlled to decelerate using a preset stopping deceleration and a preset stopping deceleration gradient during the third stopping phase. In this embodiment, when the current distance is between the first and second non-impact braking distances, the vehicle is controlled to decelerate in the third deceleration phase based on the preset deceleration and preset deceleration gradient corresponding to the current distance, reducing the jerking sensation during deceleration in the third deceleration phase and improving the passenger experience.

[0106] refer to Figure 10 , Figure 10 This is a flowchart illustrating the third embodiment of the vehicle braking control method of the present invention.

[0107] Based on the above embodiments, in this embodiment, step S20 includes:

[0108] Step S201: Upon receiving a braking command, determine the ground adhesion coefficient and road slope of the current road on which the vehicle is traveling based on the driving condition information.

[0109] It is understandable that the ground adhesion coefficient can be determined based on the identified scenario, such as obtaining the road adhesion coefficient by looking up a table based on the identified vehicle driving scenario.

[0110] Step S202: Determine the slope compensation deceleration based on the road slope.

[0111] Understandably, slope-compensated deceleration can be the deceleration generated by a vehicle under a road slope. Specifically, the deceleration corresponding to the road slope is obtained by looking up a table based on the road slope, and this deceleration is used as the slope-compensated deceleration.

[0112] Step S203: Determine the emergency braking distance based on the ground adhesion coefficient and the slope compensation deceleration.

[0113] It should be understood that the emergency braking distance is determined based on the ground adhesion coefficient, slope compensation deceleration, delay time, braking time, maximum braking deceleration, and allowance distance.

[0114] In practical implementation, upon receiving a braking command, the vehicle driving scenario is determined based on driving condition information. The ground adhesion coefficient μ is obtained by looking up a table based on the driving scenario, and the slope compensation deceleration a1 is obtained by looking up a table based on the road slope. The pre-set delay time t1, braking time t2, maximum braking deceleration a2, and reserved distance L are then acquired. The emergency braking distance S is calculated using the following formula:

[0115]

[0116] Furthermore, in order to determine the seamless braking distance, step S20 further includes: upon receiving a braking command, determining the current driving speed of the vehicle based on the driving condition information; and determining a first seamless braking distance and a second seamless braking distance based on the current driving speed.

[0117] Understandably, based on the current driving speed, the first and second imperceptible braking distances corresponding to the current driving speed are obtained by looking up a table.

[0118] In one example, based on road conditions and surrounding environment, braking control can be divided into four scenarios: Scenario 1: Flat road with multiple dynamic obstacles ahead; Scenario 2: Flat road with static obstacles or no obstacles ahead; Scenario 3: Sloping road with multiple dynamic obstacles ahead; Scenario 4: Sloping road with static obstacles or no obstacles ahead. The system senses the current distance between the vehicle and the obstacles ahead. Based on the vehicle's driving conditions, it calculates the emergency braking distance, the first non-sensory braking distance, and the second non-sensory braking distance. The emergency braking distance takes into account the ground adhesion coefficient. If entering Scenario 1: it determines whether the current distance is less than the emergency braking distance; if the current distance is less... If the emergency braking distance is within the specified range, the vehicle will enter emergency deceleration mode to stop at maximum deceleration. If the current distance to the vehicle in front is greater than the first non-imperceptible braking distance, the vehicle will enter economic adaptive deceleration mode. If the distance to the vehicle in front is less than the second non-imperceptible braking distance but greater than the emergency braking distance, a warning will be given to pay attention to the distance to the vehicle in front, and the vehicle will enter sport adaptive deceleration mode. If the vehicle enters scenario two: if the current distance to the vehicle in front is greater than the first non-imperceptible braking distance, the vehicle will enter economic adaptive deceleration mode. If the vehicle enters scenario three or four, due to the influence of the slope, when calculating the emergency braking distance, a certain slope deceleration will be compensated according to the slope angle, and the vehicle will be decelerated based on the emergency braking distance calculated after the slope deceleration is compensated.

[0119] In this embodiment, upon receiving a braking command, the ground adhesion coefficient and road slope of the vehicle's current driving path are determined based on the driving condition information; a slope compensation deceleration is determined based on the road slope; and an emergency braking distance is determined based on the ground adhesion coefficient and the slope compensation deceleration. This embodiment considers the influence of road slope on deceleration when calculating the emergency braking distance, improving the accuracy of the emergency braking distance and the precision of braking control.

[0120] Furthermore, this embodiment of the invention also proposes a storage medium storing a vehicle braking control program, which, when executed by a processor, implements the steps of the vehicle braking control method described above.

[0121] Reference Figure 11 , Figure 11 This is a structural block diagram of the first embodiment of the vehicle braking control device of the present invention.

[0122] like Figure 11 As shown, the vehicle braking control device proposed in this embodiment of the invention includes:

[0123] The acquisition module 10 is used to acquire the vehicle's driving condition information;

[0124] The determination module 20 is used to determine, upon receiving a braking command, the emergency braking distance, the first non-sensory braking distance, the second non-sensory braking distance, and the current distance between the vehicle and the target object based on the driving condition information.

[0125] The control module 30 is used to control the vehicle to enter an emergency deceleration mode if the current distance is less than the emergency braking distance.

[0126] The control module 30 is also used to control the vehicle to enter an economic adaptive deceleration mode if the current distance is greater than the first non-sensory braking distance.

[0127] The control module 30 is further configured to control the vehicle to enter a comfort adaptive deceleration mode if the current distance is greater than the second non-sensory braking distance and the current distance is less than the first non-sensory braking distance.

[0128] The control module 30 is further configured to control the vehicle to enter a motion adaptive deceleration mode if the current distance is greater than the emergency braking distance and the current distance is less than the second non-sensory braking distance.

[0129] This embodiment acquires the vehicle's driving condition information; upon receiving a braking command, it determines the emergency braking distance, the first non-impact braking distance, the second non-impact braking distance, and the current distance between the vehicle and the target object based on the driving condition information; if the current distance is less than the emergency braking distance, the vehicle is controlled to enter an emergency deceleration mode; if the current distance is greater than the first non-impact braking distance, the vehicle is controlled to enter an economy adaptive deceleration mode; if the current distance is greater than the second non-impact braking distance and less than the first non-impact braking distance, the vehicle is controlled to enter a comfort adaptive deceleration mode; if the current distance is greater than the emergency braking distance and less than the second non-impact braking distance, the vehicle is controlled to enter a sport adaptive deceleration mode. This embodiment controls the vehicle to enter different deceleration modes based on the relationship between the current distance and the emergency braking distance, the first non-impact braking distance, and the second non-impact braking distance, so that the vehicle's deceleration mode matches the current distance, reducing the forward lurching sensation when stopping and improving user driving comfort.

[0130] Based on the first embodiment of the vehicle braking control device of the present invention described above, a second embodiment of the vehicle braking control device of the present invention is proposed.

[0131] In this embodiment, the control module 30 is further configured to control the vehicle to decelerate at a preset emergency deceleration and a preset emergency deceleration gradient during the first deceleration phase, the first coasting phase, and the first braking phase if the current distance is less than the emergency braking distance. The emergency deceleration mode includes the first deceleration phase, the first coasting phase, and the first braking phase.

[0132] The control module 30 is further configured to, if the current distance is greater than the first non-sensory braking distance, control the vehicle to decelerate at a preset coasting deceleration during the second deceleration phase and the second coasting phase; and, if the vehicle's speed decreases to a preset creeping speed and the current distance decreases to a preset braking distance, control the vehicle to decelerate at a preset braking deceleration and a preset braking deceleration gradient during the second braking phase. The economic adaptive deceleration mode includes a second deceleration phase, a second coasting phase, and a second braking phase.

[0133] The control module 30 is further configured to: if the current distance is greater than the second non-sensory braking distance and the current distance is less than the first non-sensory braking distance, then look up a preset deceleration and a preset deceleration gradient in a preset mapping table based on the current distance; control the vehicle to decelerate at the preset deceleration and the preset deceleration gradient in the third deceleration phase; control the vehicle to decelerate at a preset coasting deceleration in the third coasting phase when the vehicle's speed drops to a preset coasting speed; and control the vehicle to decelerate at a preset braking deceleration and a preset braking deceleration gradient in the third braking phase when the vehicle's speed drops to a preset creeping speed and the current distance decreases to a preset stopping distance. The comfort adaptive deceleration mode includes a third deceleration phase, a third coasting phase, and a third braking phase.

[0134] The control module 30 is further configured to, in the fourth deceleration phase, control the vehicle to decelerate with a preset emergency deceleration and a preset emergency deceleration gradient if the current distance is greater than the emergency braking distance and the current distance is less than the second non-sensory braking distance; in the fourth coasting phase, control the vehicle to decelerate with a preset coasting deceleration if the vehicle speed drops to a preset coasting speed; and in the fourth braking phase, control the vehicle to decelerate with a preset braking deceleration and a preset braking deceleration gradient if the vehicle speed drops to a preset creeping speed and the current distance decreases to a preset braking distance. The motion adaptive deceleration mode includes a fourth deceleration phase, a fourth coasting phase, and a fourth braking phase.

[0135] The determining module 20 is further configured to, upon receiving a braking command, determine the ground adhesion coefficient and road slope of the current road on which the vehicle is traveling based on the driving condition information; determine the slope compensation deceleration based on the road slope; and determine the emergency braking distance based on the ground adhesion coefficient and the slope compensation deceleration.

[0136] The determining module 20 is further configured to, upon receiving a braking command, determine the current driving speed of the vehicle based on the driving condition information; and determine a first non-sensory braking distance and a second non-sensory braking distance based on the current driving speed.

[0137] Other embodiments or specific implementations of the vehicle braking control device of the present invention can be referred to the above-described method embodiments, and will not be repeated here.

[0138] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system 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, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0139] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0140] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory / random access memory, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0141] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A vehicle braking control method, characterized in that, The method includes: Obtain vehicle operating condition information; Upon receiving a braking command, the emergency braking distance, the first non-impact braking distance, the second non-impact braking distance, and the current distance between the vehicle and the target object are determined based on the driving condition information. The first non-impact braking distance and the second non-impact braking distance are determined based on the vehicle's speed when the braking command is received. The first non-impact braking distance is the maximum non-impact braking distance, and the second non-impact braking distance is the minimum non-impact braking distance. If the current distance is less than the emergency braking distance, then control the vehicle to enter emergency deceleration mode; If the current distance is greater than the first non-sensory braking distance, then control the vehicle to enter the economic adaptive deceleration mode; If the current distance is greater than the second seamless braking distance and the current distance is less than the first seamless braking distance, then control the vehicle to enter the comfort adaptive deceleration mode; If the current distance is greater than the emergency braking distance and the current distance is less than the second non-sensory braking distance, then control the vehicle to enter the motion adaptive deceleration mode; The comfort adaptive deceleration mode and the motion adaptive deceleration mode include a deceleration phase, a coasting phase, and a braking phase. The deceleration in the coasting phase is 0, which is used to release the hydraulic pump pressure that performs the deceleration.

2. The method as described in claim 1, characterized in that, The emergency deceleration mode includes a first deceleration phase, a first coasting phase, and a first braking phase; If the current distance is less than the emergency braking distance, then controlling the vehicle to enter emergency deceleration mode includes: If the current distance is less than the emergency braking distance, then the vehicle is controlled to decelerate at a preset emergency deceleration and a preset emergency deceleration gradient during the first deceleration phase, the first coasting phase, and the first braking phase.

3. The method as described in claim 1, characterized in that, The economic adaptive deceleration mode includes a second deceleration phase, a second coasting phase, and a second braking phase. If the current distance is greater than the first non-sensory braking distance, then controlling the vehicle to enter the economic adaptive deceleration mode includes: If the current distance is greater than the first non-sensory braking distance, then the vehicle is controlled to decelerate at a preset coasting deceleration during the second deceleration phase and the second coasting phase; When the vehicle's speed decreases to a preset creep speed and the current distance decreases to a preset braking distance, the vehicle is controlled to decelerate at a preset braking deceleration and a preset braking deceleration gradient during the second braking phase.

4. The method as described in claim 1, characterized in that, The comfort adaptive deceleration mode includes a third deceleration phase, a third coasting phase, and a third braking phase; If the current distance is greater than the second seamless braking distance and the current distance is less than the first seamless braking distance, then the vehicle is controlled to enter a comfort adaptive deceleration mode, including: If the current distance is greater than the second non-sensory braking distance and the current distance is less than the first non-sensory braking distance, then the preset deceleration and preset deceleration gradient are searched in the preset mapping table according to the current distance; In the third deceleration phase, the vehicle is controlled to decelerate at the preset deceleration and the preset deceleration gradient. When the vehicle's speed decreases to a preset coasting speed, the vehicle is controlled to decelerate at a preset coasting deceleration during the third coasting phase. When the vehicle's speed decreases to a preset creep speed and the current distance decreases to a preset braking distance, the vehicle is controlled to decelerate at a preset braking deceleration and a preset braking deceleration gradient during the third braking phase.

5. The method as described in claim 1, characterized in that, The motion adaptive deceleration mode includes a fourth deceleration phase, a fourth coasting phase, and a fourth braking phase; If the current distance is greater than the emergency braking distance and the current distance is less than the second non-impact braking distance, then the vehicle is controlled to enter the motion adaptive deceleration mode, including: If the current distance is greater than the emergency braking distance and the current distance is less than the second non-sensory braking distance, then in the fourth deceleration phase, the vehicle is controlled to decelerate with a preset emergency deceleration and a preset emergency deceleration gradient. When the vehicle's speed drops to a preset coasting speed, the vehicle is controlled to decelerate at a preset coasting deceleration during the fourth coasting phase. When the vehicle's speed decreases to a preset creep speed and the current distance decreases to a preset braking distance, the vehicle is controlled to decelerate at a preset braking deceleration and a preset braking deceleration gradient during the fourth braking phase.

6. The method according to any one of claims 1-5, characterized in that, Upon receiving a braking command, determining the emergency braking distance, the first non-impact braking distance, the second non-impact braking distance, and the current distance between the vehicle and the target object based on the driving condition information includes: Upon receiving a braking command, the ground adhesion coefficient and road slope of the current road being traveled by the vehicle are determined based on the driving condition information. Determine the slope compensation deceleration based on the road gradient; The emergency braking distance is determined based on the ground adhesion coefficient and the slope compensation deceleration.

7. The method according to any one of claims 1-5, characterized in that, Upon receiving a braking command, determining the emergency braking distance, the first non-impact braking distance, the second non-impact braking distance, and the current distance between the vehicle and the target object based on the driving condition information includes: Upon receiving a braking command, the current speed of the vehicle is determined based on the driving condition information; Based on the current driving speed, determine the first and second seamless braking distances.

8. A vehicle braking control device, characterized in that, The device includes: The acquisition module is used to acquire vehicle driving condition information; The determination module is used to determine, upon receiving a braking command, the emergency braking distance, the first non-sensory braking distance, the second non-sensory braking distance, and the current distance between the vehicle and the target object based on the driving condition information. The first non-sensory braking distance and the second non-sensory braking distance are determined based on the vehicle's speed when the braking command is received. The first non-sensory braking distance is the maximum non-sensory braking distance, and the second non-sensory braking distance is the minimum non-sensory braking distance. The control module is used to control the vehicle to enter an emergency deceleration mode if the current distance is less than the emergency braking distance. The control module is also used to control the vehicle to enter an economic adaptive deceleration mode if the current distance is greater than the first non-sensory braking distance. The control module is further configured to control the vehicle to enter a comfort adaptive deceleration mode if the current distance is greater than the second non-sensory braking distance and the current distance is less than the first non-sensory braking distance. The control module is further configured to control the vehicle to enter a motion adaptive deceleration mode if the current distance is greater than the emergency braking distance and the current distance is less than the second non-sensory braking distance. The comfort adaptive deceleration mode and the motion adaptive deceleration mode include a deceleration phase, a coasting phase, and a braking phase. The deceleration in the coasting phase is 0, which is used to release the hydraulic pump pressure that performs the deceleration.

9. An electronic device, characterized in that, The device includes: a memory, a processor, and a vehicle braking control program stored in the memory and executable on the processor, the vehicle braking control program being configured to implement the steps of the vehicle braking control method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores a vehicle braking control program, which, when executed by a processor, implements the steps of the vehicle braking control method as described in any one of claims 1 to 7.

Images