Braking control method, device, equipment and medium under adaptive cruise conditions

Abstract

The present application discloses a braking control method, device, equipment, and medium under adaptive cruise control conditions, relating to the field of vehicle technology. The method obtains the target deceleration of the adaptive cruise control system and the response status to the start request signal. If the target deceleration of the adaptive cruise control system is less than zero and the adaptive cruise control system is not currently responding to the start request signal, the current throttle pedal opening and start request flag obtained are used to confirm whether the driver intends to accelerate. If the driver's acceleration intention is confirmed, the hydraulic module is controlled not to respond to the braking command associated with the deceleration request of the adaptive cruise system. When the deceleration request is confirmed, real-time monitoring of the throttle pedal opening and start request signal is enabled on the IPB side to detect the driver's acceleration intention. When the driver's acceleration intention is confirmed, the hydraulic module is controlled not to respond to the braking command, thereby reducing energy consumption and operating noise and improving the comprehensive decision-making ability of the vehicle's braking control.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a braking control method, device, equipment and medium under adaptive cruise conditions. Background Art

[0002] The adaptive cruise control system (ACC) controls the vehicle's acceleration and deceleration through signal interaction with the vehicle controller (VCU) and the brake control system (IPB). It also implements functions such as active following and obstacle avoidance based on image processing algorithms from radar and cameras. ACC cannot directly determine the driver's acceleration intentions. In actual operating conditions, due to transmission delays in the VCU driver's start request signal, ACC may still request deceleration even when the vehicle is preparing to accelerate and the motor's energy recovery capacity has decreased. To compensate for the reduction in brake energy recovery capacity and meet ACC's deceleration requirements, the IPB must frequently and actively increase pressure, which in turn generates operating noise.

[0003] Therefore, how to improve the comprehensive decision-making ability of vehicle braking control under adaptive cruise conditions and reduce the energy consumption and working noise of the braking control system has become an urgent problem to be solved. Summary of the Invention

[0004] Based on this, it is necessary to provide a braking control method, device, equipment and medium under adaptive cruise conditions to address the above technical problems, so as to improve the comprehensive decision-making ability of vehicle braking control under adaptive cruise conditions and reduce the energy consumption and working noise of the braking control system.

[0005] A braking control method under an adaptive cruise control condition, comprising:

[0006] Obtaining a target deceleration of an adaptive cruise control system, and obtaining a response status of the adaptive cruise control system to a start request signal sent by a vehicle controller;

[0007] Determining whether the target deceleration is less than zero and whether the response state is unresponsive;

[0008] If the target deceleration is less than zero and the response state is unresponsive, obtaining the current accelerator pedal opening and the start request flag of the vehicle controller;

[0009] confirming whether the driver has an acceleration intention based on the current accelerator pedal opening and the start request flag;

[0010] If it is determined that the driver intends to accelerate, the hydraulic module is controlled not to respond to the braking command associated with the deceleration request of the adaptive cruise control system.

[0011] In the embodiment of the present application, determining whether the driver has an acceleration intention based on the current accelerator pedal opening and the start request flag includes:

[0012] determining whether the current accelerator pedal opening is greater than a preset opening threshold, and determining whether the value of the start request flag is a preset valid value;

[0013] If the current accelerator pedal opening is greater than the preset opening threshold, and the value of the start request flag is the preset valid value, it is confirmed that the driver has an intention to accelerate; otherwise, it is confirmed that the driver has no intention to accelerate.

[0014] In the embodiment of the present application, if it is confirmed that the driver has an intention to accelerate, the method further includes:

[0015] Obtain the maximum value of the vehicle's braking energy recovery capability in real time;

[0016] The braking energy recovery intensity is adjusted according to the maximum braking energy recovery capability.

[0017] In the embodiment of the present application, adjusting the braking energy recovery intensity according to the maximum braking energy recovery capability includes:

[0018] Comparing the maximum value of the braking energy recovery capacity at the current moment with the maximum value of the braking energy recovery capacity at the previous moment to determine whether the maximum value of the braking energy recovery capacity of the vehicle has decreased;

[0019] If the maximum value of the braking energy recovery capability of the vehicle decreases, the braking energy recovery intensity is reduced.

[0020] In an embodiment of the present application, the method further includes:

[0021] In response to confirming that the driver has an intention to accelerate, triggering a timer, so that if the timer duration is less than a preset duration, the hydraulic module is controlled not to respond to a braking instruction associated with the deceleration request, and a maximum braking energy recovery capacity of the vehicle is obtained in real time, and the braking energy recovery intensity is adjusted according to the maximum braking energy recovery capacity;

[0022] If the timing duration is greater than or equal to the preset duration, the steps of obtaining the target deceleration of the adaptive cruise control system and the response status of the adaptive cruise control system to the start request signal sent by the vehicle controller, and determining whether the target deceleration is less than zero and whether the response status is unresponsive are re-executed.

[0023] In an embodiment of the present application, the preset duration is determined according to a transmission delay of a start request signal between the vehicle controller and the adaptive cruise control system.

[0024] A braking control device under adaptive cruise control conditions, comprising:

[0025] an information acquisition module, configured to acquire a target deceleration of the adaptive cruise control system and a response status of the adaptive cruise control system to a start request signal sent by a vehicle controller;

[0026] a judgment module, configured to judge whether the target deceleration is less than zero and whether the response state is no response;

[0027] a deceleration control module, configured to obtain a current accelerator pedal opening and a start request flag of the vehicle controller if the target deceleration is less than zero and the response state is unresponsive;

[0028] The deceleration control module is configured to determine whether the driver has an acceleration intention based on the current accelerator pedal opening and the start request flag;

[0029] The adaptive deceleration control module is configured to control the hydraulic module not to respond to the braking instruction associated with the deceleration request of the adaptive cruise control system if it is determined that the driver has an acceleration intention.

[0030] In an embodiment of the present application, the deceleration control module is used to:

[0031] determining whether the current accelerator pedal opening is greater than a preset opening threshold, and determining whether the value of the start request flag is a preset valid value;

[0032] If the current accelerator pedal opening is greater than the preset opening threshold, and the value of the start request flag is the preset valid value, it is confirmed that the driver has an intention to accelerate; otherwise, it is confirmed that the driver has no intention to accelerate.

[0033] In an embodiment of the present application, if the driver has no intention to accelerate, the adaptive deceleration control module is configured to:

[0034] Obtain the maximum value of the vehicle's braking energy recovery capability in real time;

[0035] The braking energy recovery intensity is adjusted according to the maximum braking energy recovery capability.

[0036] In an embodiment of the present application, the adaptive deceleration control module is used to:

[0037] Comparing the maximum value of the braking energy recovery capacity at the current moment with the maximum value of the braking energy recovery capacity at the previous moment to determine whether the maximum value of the braking energy recovery capacity of the vehicle has decreased;

[0038] If the maximum value of the braking energy recovery capability of the vehicle decreases, the braking energy recovery intensity is reduced.

[0039] In an embodiment of the present application, the adaptive deceleration control module is used to:

[0040] In response to confirming that the driver has an intention to accelerate, triggering a timer, so that if the timer duration is less than a preset duration, the hydraulic module is controlled not to respond to a braking instruction associated with the deceleration request, and a maximum braking energy recovery capacity of the vehicle is obtained in real time, and the braking energy recovery intensity is adjusted according to the maximum braking energy recovery capacity;

[0041] If the timing duration is greater than or equal to the preset duration, the steps of obtaining the target deceleration of the adaptive cruise control system and the response status of the adaptive cruise control system to the start request signal sent by the vehicle controller, and determining whether the target deceleration is less than zero and whether the response status is unresponsive are re-executed.

[0042] In the embodiment of the present application, the preset duration is determined according to the transmission delay of the start request signal between the vehicle controller and the adaptive cruise control system.

[0043] A vehicle includes a braking control device under an adaptive cruise condition, an adaptive cruise control system, and a vehicle controller as described in the above embodiment.

[0044] An electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the braking control method under the adaptive cruise condition as described in the above embodiment are implemented.

[0045] A computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the braking control method under the adaptive cruise condition as described in the above embodiment.

[0046] In summary, the present application proposes a braking control method for adaptive cruise control conditions, which can be applied to the braking control process of a braking control system (IPB). The method first obtains the target deceleration of the adaptive cruise control system and the response status of the adaptive cruise control system to a start request signal sent by a vehicle controller (VCU) to determine whether the adaptive cruise control system is currently responding to the start request signal and whether the adaptive cruise control system requires the IPB to brake the vehicle to achieve the target deceleration. If the target deceleration of the adaptive cruise control system is less than zero and the adaptive cruise control system is not currently responding to the start request signal, it is considered that the adaptive cruise system is requesting deceleration from the IPB. The IPB activates the deceleration control module to respond to the deceleration request of the adaptive cruise control system. Simultaneously, the IPB initiates real-time monitoring of the accelerator pedal position signal and the start request signal to obtain the current accelerator pedal position and the start request flag of the VCU. Based on the obtained current accelerator pedal position and the start request flag, the method determines whether the driver intends to accelerate. If the driver intends to accelerate, the method controls the hydraulic module to not respond to the braking command associated with the deceleration request of the adaptive cruise control system. If the driver does not intend to accelerate, the method continues to respond to the deceleration request of the adaptive cruise control system. When the adaptive cruise control system initiates a deceleration request, the present application starts real-time monitoring of the current accelerator pedal opening and the start request signal on the IPB side, detects the driver's acceleration intention based on the acquired current accelerator pedal opening and the start request flag, and controls the hydraulic module to no longer respond to the braking command when it is confirmed that the driver has the intention to accelerate, so as to cope with the driver's acceleration request during the ACC-controlled vehicle deceleration process. Compared with the adaptive cruise control system, the IPB adjusts the deceleration control strategy one step ahead, and no longer actively boosts the pressure through the hydraulic module when the electric braking force is insufficient, thereby avoiding resource waste of the hydraulic module, reducing energy consumption, and avoiding the noise caused to the user by active boosting. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0048] Figure 1 is a flowchart of a braking control method under an adaptive cruise condition according to an exemplary embodiment of the present application;

[0049] Figure 2 is a flowchart of a braking control method under an adaptive cruise condition according to another exemplary embodiment of the present application;

[0050] Figure 3 is a flowchart of a braking control method under an adaptive cruise condition according to another exemplary embodiment of the present application;

[0051] Figure 4 is a flowchart of a braking control method under an adaptive cruise condition according to another exemplary embodiment of the present application;

[0052] Figure 5 is a flowchart of a braking control method under an adaptive cruise condition according to another exemplary embodiment of the present application;

[0053] Figure 6 is a schematic block diagram of a braking control device under an adaptive cruise condition according to an exemplary embodiment of the present application;

[0054] Figure 7 This is a block diagram of an electronic device according to an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0055] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. The embodiments described with reference to the drawings are exemplary and are intended to be used to explain this application, and should not be understood as limiting this application. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0056] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, but does not preclude the presence or addition of one or more other features, integers, steps, operations and / or groups thereof.

[0057] It will also be understood that the term "and / or" used in the present description and appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

[0058] As used in the present specification and the appended claims, the term "if" may be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting," depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" may be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]," depending on the context.

[0059] In addition, in the description of the present specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0060] References to "one embodiment" or "some embodiments" in the present specification mean that a particular feature, structure, or characteristic described in connection with that embodiment is included in one or more embodiments of the present invention. Thus, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," and "in yet other embodiments" appearing in various places in this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically stated. The terms "including," "comprising," "having," and variations thereof mean "including but not limited to," unless otherwise specifically stated.

[0061] Figure 1 FIG. 1 is a flow chart of a braking control method under an adaptive cruise condition according to an exemplary embodiment of the present application. Figure 1 As shown, the method includes the following steps:

[0062] S101: Acquire a target deceleration of an adaptive cruise control system, and acquire a response status of the adaptive cruise control system to a start request signal sent by a vehicle controller.

[0063] Currently, more and more vehicles are equipped with Advanced Driver Assistance Systems (ADAS), and Adaptive Cruise Control (ACC) is an application form of ADAS. In this article, the adaptive cruise control system can be understood as the functional module of the adaptive cruise control in ADAS.

[0064] After the assisted driving ADAS is turned on, the adaptive cruise control system ACC can be activated in response to user instructions to control the vehicle to the cruising speed set by the user, and adjust the acceleration and deceleration according to the road conditions to achieve safe driving.

[0065] In some embodiments, when ACC needs to control vehicle deceleration, it can derive a target deceleration based on factors such as the expected deceleration distance and current vehicle speed. The braking control system (IPB) can receive a deceleration request from the ACC and obtain the target deceleration included in the request. After obtaining the target deceleration, the braking control system (IPB) activates the deceleration control module within the braking control system. In some embodiments, the IPB can continue to obtain the ACC's current target deceleration in real time even after the deceleration control module is activated, i.e., after the vehicle enters a deceleration state.

[0066] Similarly, the ACC can include the ACC's response status to the start request signal sent by the vehicle control unit (VCU) in the deceleration request sent to the IPB, allowing the IPB to obtain the ACC's response status to the start request signal from the deceleration request. In some embodiments, the IPB can continue to obtain the ACC's response status to the start request signal sent by the vehicle control unit (VCU) in real time after the deceleration control module is activated.

[0067] The ACC's response to the vehicle control unit's start request signal can be understood as the state of the ACC flag that indicates whether the ACC responded to the VCU's start request signal. For example, ACC_Drv = 1 indicates that the ACC responded to the VCU's start request signal, while ACC_Drv = 0 indicates that the ACC did not respond to the VCU's start request signal.

[0068] S102: Determine whether the target deceleration is less than zero and whether the response state is no response.

[0069] Determine whether the ACC target deceleration is less than zero, that is, whether ACC needs to request IPB to brake and decelerate. If the ACC target deceleration is less than zero, it can be confirmed that ACC has a deceleration request and requests to control the vehicle speed to decrease. Conversely, if the ACC target deceleration is equal to zero, it can be confirmed that ACC does not have a deceleration request.

[0070] IPB determines the response status of ACC to the start request signal. If the response status of ACC to the start request signal is responding (such as ACC_Drv=1), it is considered that ACC is responding to the driver's acceleration intention; if the response status of ACC to the start request signal is not responding (such as ACC_Drv=0), it is considered that ACC is not currently responding to the driver's acceleration intention, that is, ACC is not currently responding to the start request signal at any time.

[0071] S103: If the target deceleration is less than zero and the response state is no response, obtain the current accelerator pedal opening and the start request flag of the vehicle controller.

[0072] If the target acceleration is less than zero and the response state is unresponsive, IPB activates the deceleration control module, turns on the deceleration control, and monitors the accelerator pedal opening signal and the start request signal at the same time.

[0073] When the accelerator pedal opening signal is monitored, the current accelerator pedal opening is obtained from the accelerator pedal opening signal; when the start request signal is monitored, the start request flag in the start request signal is obtained, specifically, the value of the start request flag is obtained.

[0074] S104: Confirm whether the driver has an acceleration intention based on the current accelerator pedal opening and the start request flag.

[0075] This application combines the current accelerator pedal opening and the VCU start request flag to comprehensively determine whether the driver intends to accelerate under the current working conditions.

[0076] When the driver steps on the accelerator pedal, the VCU determines the accelerator pedal opening angle by acquiring the accelerator pedal opening signal, and thus calculates the driver's requested torque. When the driver's requested torque exceeds the ACC's requested torque, the VCU sets the start request flag to a preset valid value, such as 1. During ACC deceleration, the forward torque requested by ACC from the VCU is zero. In other words, during ACC deceleration, the start request flag in the VCU is set to 1 as long as the accelerator pedal opening angle exceeds the preset opening threshold.

[0077] In some embodiments, when the start request flag is set to 1, the VCU sends a start request signal to the ACC and IPB at the same time, and the accelerator pedal opening signal is transmitted to the bus so that the control unit that needs to obtain the accelerator pedal opening signal obtains the accelerator pedal opening signal from the bus.

[0078] Correspondingly, IPB receives the start request signal sent by VCU and obtains the start request flag from the start request signal; IPB actively obtains the accelerator pedal opening signal from the bus and obtains the accelerator pedal opening from the accelerator pedal opening signal.

[0079] In this application, IPB verifies whether the driver has the intention to accelerate when ACC requests deceleration based on the latest accelerator pedal opening and the latest start request flag of VCU.

[0080] S105: If it is confirmed that the driver has an acceleration intention, the hydraulic module is controlled not to respond to the braking instruction associated with the deceleration request of the adaptive cruise control system.

[0081] If the driver's acceleration intention is detected under the current operating conditions, the hydraulic module is controlled not to respond to the following braking commands: those issued to the hydraulic module when the IPB performs deceleration braking in response to a deceleration request from the adaptive cruise control system. This prevents the hydraulic module from participating in deceleration braking, addressing the issue of the IPB actively controlling the hydraulic module to increase pressure to compensate for insufficient electric braking force when the motor's energy recovery capacity decreases, resulting in wasted resources, increased energy consumption, and increased operating noise.

[0082] If the driver is not accelerating, the system continues to respond to the deceleration request transmitted to the IPB by ACC, which is based on the fact that the target deceleration rate is less than zero and the start request signal is not currently being responded to. For example, electric braking is performed based on recovered energy. If the electric braking force cannot meet the target deceleration rate requested by ACC, the hydraulic module activates active boost, superimposing hydraulic braking on top of electric braking to meet the deceleration requirement of ACC.

[0083] In summary, the present application proposes a braking control method for adaptive cruise control. The method first obtains a target deceleration of the adaptive cruise control system and the status of the adaptive cruise system's response to a start request signal sent by a vehicle controller (VCU) to determine whether the adaptive cruise control system is currently responding to the start request signal and whether the adaptive cruise system requires the IPB to brake the vehicle to achieve the target deceleration. If the target deceleration of the adaptive cruise control system is less than zero and the adaptive cruise control system is not currently responding to the start request signal, it is assumed that the adaptive cruise system is requesting deceleration from the IPB. The IPB activates the deceleration control module to respond to the IPB's deceleration request. Simultaneously, the IPB initiates real-time monitoring of the accelerator pedal position signal and the start request signal to obtain the current accelerator pedal position and the VCU's start request flag. Based on the obtained current accelerator pedal position and the start request flag, the method determines whether the driver intends to accelerate. If the driver intends to accelerate, the method controls the hydraulic module to not respond to the braking command associated with the adaptive cruise system's deceleration request. If the driver does not intend to accelerate, the method continues to respond to the adaptive cruise control system's deceleration request. When the adaptive cruise control system initiates a deceleration request, the present application starts real-time monitoring of the current accelerator pedal opening and the start request signal on the IPB side, detects the driver's acceleration intention based on the acquired current accelerator pedal opening and the start request flag, and controls the hydraulic module to no longer respond to the braking command when it is confirmed that the driver has the intention to accelerate, so as to cope with the driver's acceleration request during the ACC-controlled vehicle deceleration process. Compared with the adaptive cruise control system, the IPB adjusts the deceleration control strategy one step ahead, and no longer actively boosts the pressure through the hydraulic module when the electric braking force is insufficient, thereby avoiding resource waste of the hydraulic module, reducing energy consumption, and avoiding the noise caused to the user by active boosting, thereby improving the overall decision-making ability of the vehicle's braking control.

[0084] Based on the above embodiments, Figure 2 As shown, the above step S104 of "determining whether the driver has an acceleration intention based on the current accelerator pedal opening and the start request flag" includes:

[0085] S201, determining whether the current accelerator pedal opening is greater than a preset opening threshold, and determining whether the value of the start request flag is a preset valid value;

[0086] The preset opening threshold can be a pre-set accelerator pedal opening threshold used to determine whether the user / driver has stepped on the accelerator to request acceleration. The preset opening threshold can be set to zero, or an error can be added to zero opening, where the error can be caused by an accidental user touch. The preset opening threshold can be the same as the opening threshold used by the vehicle controller to determine whether the user has stepped on the accelerator based on the acquired accelerator pedal opening. It can be calibrated according to vehicle requirements and is not limited in this application.

[0087] In this embodiment of the present application, the effective value of the start request flag is preset to indicate that the torque requested by the driver by depressing the accelerator pedal is greater than the torque requested by the adaptive cruise control system. The specific value of the effective value can be set as needed and is not limited by this application. For example, if the effective value is set to 1, when the start request flag is 1, it indicates that the VCU confirms that the driver's requested torque is greater than the ACC's requested torque.

[0088] S202: If the current accelerator pedal opening is greater than the preset opening threshold, and the value of the start request flag is the preset valid value, it is confirmed that the driver has an acceleration intention; otherwise, it is confirmed that the driver has no acceleration intention.

[0089] When the current accelerator pedal opening is greater than the preset opening threshold, it can be considered that the driver has stepped on the accelerator pedal; when the value of the VCU start request flag is a preset valid value, it can be considered that the VCU confirms that the driver's requested torque is greater than the ACC requested torque.

[0090] In practice, when the IPB receives the deceleration request from the ACC and controls the vehicle to decelerate, if it is confirmed that the driver has stepped on the accelerator pedal, the ACC can confirm that the driver's requested torque is greater than the ACC's requested torque, confirming that the driver intends to accelerate.

[0091] If the current accelerator pedal opening is greater than the preset opening threshold and the VCU start request flag is valid, the current accelerator pedal opening and the start request flag are confirmed to be consistent, indicating that the current accelerator pedal opening and the VCU start request flag are both credible. This confirms that the driver intends to accelerate. Otherwise, the driver does not intend to accelerate.

[0092] This embodiment of the present application confirms the driver's intention to accelerate when both the current accelerator pedal position and the start request flag indicate the driver is decelerating the vehicle. By determining the current accelerator pedal position and the start request flag, the reliability of the current accelerator pedal position and the start request flag are verified, improving the accuracy of the driver's acceleration intention determination.

[0093] Based on the above embodiments, Figure 3 If the driver's intention to accelerate is confirmed, the braking control method under the adaptive cruise control condition proposed in this application further includes the following steps:

[0094] S301, obtaining the maximum braking energy recovery capability of the vehicle in real time;

[0095] The VCU can adjust and calculate the maximum energy recovery capacity of the current motor based on the current brake pedal opening and current vehicle speed. In this application, the IPB can obtain the maximum value of the vehicle's brake energy recovery capacity at the current moment from the vehicle controller VCU in real time.

[0096] S302: Adjust the braking energy recovery intensity according to the maximum braking energy recovery capability.

[0097] The braking energy recovery intensity is adjusted based on the maximum braking energy recovery capability obtained at the current moment to ensure that the braking energy recovery intensity executed by IPB does not exceed the maximum braking energy recovery capability that the motor can provide.

[0098] The embodiment of the present application adjusts the braking energy recovery intensity performed by IPB based on the maximum braking energy recovery capacity that the motor can provide at the current moment, so that IPB can use the braking energy recovered at the current recovery intensity to produce an electric braking force coordinated with the braking energy recovery capacity adjusted by the VCU, so as to respond to the driver's acceleration intention in a timely manner in combination with the current deceleration condition.

[0099] Based on the above embodiments, Figure 4 As shown, the above step S302 of "adjusting the braking energy recovery intensity according to the maximum braking energy recovery capability" includes the following steps:

[0100] S401 : Compare the maximum value of the braking energy recovery capability at the current moment with the maximum value of the braking energy recovery capability at the previous moment to determine whether the maximum value of the braking energy recovery capability of the vehicle decreases.

[0101] The present embodiment determines whether the maximum value of the vehicle's braking energy recovery capacity has decreased by comparing the maximum values ​​of the braking energy recovery capacity at two adjacent moments. For example, if the maximum value of the braking energy recovery capacity at the current moment is less than the maximum value of the braking energy recovery capacity at the previous moment, it can be determined that the maximum value of the vehicle's braking energy recovery capacity has decreased.

[0102] The moment corresponding to the maximum value of the braking energy recovery capacity can be determined by the refresh frequency of the relevant data acquisition equipment, and the specific refresh frequency value is not limited in this application.

[0103] S402: If the maximum value of the braking energy recovery capability of the vehicle decreases, reduce the braking energy recovery intensity.

[0104] If the maximum value of the braking energy recovery capability of the vehicle decreases, the braking energy recovery intensity is reduced synchronously.

[0105] In some embodiments, the braking energy regeneration intensity can be set to a continuously adjustable value, and a functional relationship can be pre-set between the magnitude of the reduction in the maximum braking energy regeneration capacity and the required reduction in the braking energy regeneration intensity. When the maximum braking energy regeneration capacity decreases, the magnitude of the reduction in the maximum braking energy regeneration capacity is calculated, and the required reduction in the braking energy regeneration intensity is determined based on the functional relationship.

[0106] In this way, when the maximum value of the braking energy recovery capacity decreases, the IPB braking energy recovery intensity is adjusted, reducing the braking energy recovery intensity executed by the IPB and thus reducing the output electric braking force, so as to promptly respond to the VCU's acceleration control of the vehicle. The embodiment of the present application can accurately adjust the braking energy recovery intensity executed by the IPB as the maximum value of the braking energy recovery capacity changes, ensuring that the recovery intensity executed by the IPB is highly consistent with the maximum value of the motor's braking energy recovery capacity, allowing the IPB to gradually reduce the output braking force, so that the output braking force is consistent with the needs of the VCU and meets the driver's acceleration intention.

[0107] Furthermore, as a feasible implementation, instead of comparing the current maximum value of the braking energy recovery capacity with the previous maximum value of the braking energy recovery capacity, the current required braking energy recovery intensity can be determined based on the current maximum value of the braking energy recovery capacity from a pre-set correspondence table between maximum values ​​of the braking energy recovery capacity and braking energy recovery intensity. Alternatively, the current maximum value of the braking energy recovery intensity can be determined based on the pre-set correspondence between the braking energy recovery intensity and the maximum value range. For example, three maximum value ranges can be set to correspond to three braking energy recovery intensities: high, medium, and low.

[0108] Based on the above embodiment, the braking control method under adaptive cruise control proposed in this application further includes the following steps:

[0109] In response to the confirmation that the driver has an acceleration intention, a timer is triggered, so that if the timer duration is less than a preset duration, the hydraulic module is controlled not to respond to a braking instruction corresponding to the deceleration request, and a maximum braking energy recovery capacity of the vehicle is obtained in real time, and the braking energy recovery intensity is adjusted according to the maximum braking energy recovery capacity;

[0110] If the timing duration is greater than or equal to the preset duration, the steps of obtaining the target deceleration of the adaptive cruise control system and the response status of the adaptive cruise control system to the driver's acceleration request, and determining whether the target deceleration is less than zero and whether the response status is unresponsive are re-executed.

[0111] In some embodiments, a timer can be set, and a preset duration T can be set for the timer. When it is confirmed that the driver has the intention to drive, the adaptive deceleration control module is activated to turn on the adaptive deceleration control strategy, and the timer is started at the same time so that the execution duration of the adaptive deceleration control strategy is set within the preset duration T. When the timer counts more than T, the execution of the adaptive deceleration control strategy ends.

[0112] Among them, the adaptive adjustment deceleration control strategy can be the following two situations:

[0113] First, the control hydraulic module does not respond to the braking command associated with the deceleration request of the adaptive cruise control system.

[0114] Second, controlling the hydraulic module not to respond to the braking instruction associated with the deceleration request of the adaptive cruise control system; and obtaining the maximum braking energy recovery capacity of the vehicle in real time, and adjusting the braking energy recovery intensity according to the maximum braking energy recovery capacity.

[0115] When the timer exceeds T, the hydraulic module's "non-response control" is discontinued. Furthermore, the regenerative braking intensity is no longer adjusted based on the maximum regenerative braking capacity. Instead, the system reacquires the ACC's target deceleration rate and the ACC's response to the VCU start request signal, and determines whether ACC has requested deceleration. If ACC requests deceleration, i.e., vehicle deceleration control is in effect, the system re-evaluates the credibility of the accelerator pedal position and the credibility of the VCU start request flag to determine the driver's acceleration intention. This initiates the next round of braking control adjustments under ACC deceleration control conditions, where the IPB incorporates the driver's acceleration intention.

[0116] After confirming the driver's intention to accelerate, the embodiment of the present application sets a time limit for the subsequent braking control adjustment process. The system responds to the driver's acceleration intention within the time limit, and continues to respond to ACC requests after the time limit has expired, initiating the next round of braking control under adaptive cruise control. This ensures the safety of the adaptive cruise control system while also satisfying the driver's requirement for ultimate authority to take over the vehicle at any time.

[0117] The preset time length may be determined according to a transmission delay of a start request signal between the vehicle controller and the adaptive cruise control system.

[0118] It should be noted that the signal transmission delay between the ACC and the VCU can be calibrated through multiple experiments, and this application does not limit it.

[0119] In this way, the signal transmission delay between the vehicle controller and the adaptive cruise control system can be compensated on the IPB side, and the driver's acceleration intention can be responded to in a timely manner. At the same time, after the timing exceeds the signal transmission delay, the ACC request can be responded to in a timely manner to ensure the safety of adaptive cruise.

[0120] In order to describe in detail the braking control method under the adaptive cruise condition proposed in this application, Figure 5 Expand the description: Under adaptive cruise control conditions, when ACC requests deceleration braking from IPB, the following process can be used to improve IPB's comprehensive decision-making ability, reduce braking energy consumption and operating noise.

[0121] like Figure 5 As shown in the figure, in response to the user's command, the intelligent driving assistance system ADAS function is turned on and the adaptive cruise control system ACC is activated. ACC controls the vehicle to travel at the speed set by the user. When ACC decides that the vehicle needs to be controlled to slow down based on the current road conditions, it sends the calculated target deceleration and the response status of the start request signal sent by the vehicle controller VCU to the IPB. If the IPB determines that the target deceleration is less than zero (ACC_Tar<0) and the response status of the start request signal is no response (ACC_Drv=0), the IPB activates the deceleration control module to output the braking force to control the vehicle to decelerate. Simultaneously, the system monitors the accelerator pedal position (Gas_Pedal) and the vehicle control unit's start request signal (VCU_Drv). If Gas_Pedal = 0 and VCU_Drv = 0, the driver is deemed to have no intention to accelerate. If Gas_Pedal = 0 and VCU_Drv = 1, the accelerator pedal position and start request signal are deemed unreliable, presuming the driver has no intention to accelerate. If Gas_Pedal > 0 and VCU_Drv = 0, the driver is deemed to have no intention to accelerate. If Gas_Pedal > 0 and VCU_Drv = 1, the driver is deemed to have an intention to accelerate. While the driver has no intention to accelerate, the system continues to respond to ACC deceleration requests. If the driver has an intention to accelerate, the IPB activates the adaptive deceleration control module, triggering a timer. Within the timer's preset duration, T, the system determines whether the maximum regenerative braking capacity calculated by the VCU has decreased. If the regenerative braking capacity decreases, the IPB reduces the regenerative braking intensity. Furthermore, the IPB hydraulic module is controlled to not respond to the braking commands associated with the ACC deceleration request for a preset duration, T. When the timer exceeds T, the target deceleration and the response status to the start request signal sent by the vehicle controller VCU are re-acquired and determined.

[0122] In summary, the braking control method under adaptive cruise control conditions proposed in this application intelligently identifies the driver's intention to intervene or the driver's intention to accelerate transmitted through the accelerator pedal on the IPB side by evaluating the credibility of the accelerator pedal opening signal and the VCU start request signal. The IPB promptly responds to the driver's acceleration intention and adjusts the braking control strategy, solving the problem of the upper-level ACC being unable to promptly respond to the driver's acceleration intention to adjust the target deceleration output to the IPB due to the transmission delay of the start request signal between the VCU and the ACC. This causes the deceleration control module to compensate for the lack of electric braking force through active boosting to meet the target deceleration requested by the ACC, thereby causing the working noise problem. This application realizes the adaptive adjustment of the IPB's energy recovery and deceleration control strategy, thereby improving the vehicle's intelligence level. At the same time, a monitoring timer is reasonably set to ensure the safety of the ACC function and meet the driver's highest authority requirement to take over the vehicle at any time.

[0123] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0124] Figure 6 FIG. 1 is a block diagram of a braking control device under an adaptive cruise condition according to an exemplary embodiment of the present application. Figure 6 As shown, the device 600 includes: an information acquisition module 601, a judgment module 602, a deceleration control module 603 and an adaptive deceleration control module 604.

[0125] An information acquisition module 601 is configured to acquire a target deceleration of an adaptive cruise control system and a response status of the adaptive cruise control system to a start request signal sent by a vehicle controller;

[0126] A determination module 602 is configured to determine whether the target deceleration is less than zero and whether the response state is no response;

[0127] The deceleration control module 603 is configured to obtain the current accelerator pedal opening and the start request flag of the vehicle controller if the target deceleration is less than zero and the response status is unresponsive;

[0128] The deceleration control module 603 is configured to determine whether the driver has an acceleration intention based on the current accelerator pedal opening and the start request flag;

[0129] The adaptive deceleration control module 604 is configured to control the hydraulic module to not respond to the braking instruction associated with the deceleration request of the adaptive cruise control system if it is determined that the driver has an acceleration intention.

[0130] In an embodiment of the present application, the deceleration control module is used to:

[0131] determining whether the current accelerator pedal opening is greater than a preset opening threshold, and determining whether the value of the start request flag is a preset valid value;

[0132] If the current accelerator pedal opening is greater than the preset opening threshold, and the value of the start request flag is the preset valid value, it is confirmed that the driver has an intention to accelerate; otherwise, it is confirmed that the driver has no intention to accelerate.

[0133] In an embodiment of the present application, if the driver has no intention to accelerate, the adaptive deceleration control module is configured to:

[0134] Obtain the maximum value of the vehicle's braking energy recovery capability in real time;

[0135] The braking energy recovery intensity is adjusted according to the maximum braking energy recovery capability.

[0136] In an embodiment of the present application, the adaptive deceleration control module is used to:

[0137] Comparing the maximum value of the braking energy recovery capacity at the current moment with the maximum value of the braking energy recovery capacity at the previous moment to determine whether the maximum value of the braking energy recovery capacity of the vehicle has decreased;

[0138] If the maximum value of the braking energy recovery capability of the vehicle decreases, the braking energy recovery intensity is reduced.

[0139] In an embodiment of the present application, the adaptive deceleration control module is used to:

[0140] In response to confirming that the driver has an intention to accelerate, triggering a timer, so that if the timer duration is less than a preset duration, the hydraulic module is controlled not to respond to a braking instruction associated with the deceleration request, and a maximum braking energy recovery capacity of the vehicle is obtained in real time, and the braking energy recovery intensity is adjusted according to the maximum braking energy recovery capacity;

[0141] If the timing duration is greater than or equal to the preset duration, the steps of obtaining the target deceleration of the adaptive cruise control system and the response status of the adaptive cruise control system to the start request signal sent by the vehicle controller, and determining whether the target deceleration is less than zero and whether the response status is unresponsive are re-executed.

[0142] In the embodiment of the present application, the preset duration is determined according to the transmission delay of the start request signal between the vehicle controller and the adaptive cruise control system.

[0143] It should be noted that the implementation process of the embodiment of the present application is the same as that of the above embodiment and will not be repeated here.

[0144] In summary, the present application proposes a braking control device for adaptive cruise control conditions, which can be installed in a hybrid electric vehicle and participate in the braking control process of the braking control system (IPB). The device first obtains the target deceleration of the adaptive cruise control system and the response status of the adaptive cruise control system to a start request signal sent by a vehicle controller (VCU) to determine whether the adaptive cruise control system is currently responding to the start request signal and whether the adaptive cruise control system requires the IPB to brake the vehicle to achieve the target deceleration. If the target deceleration of the adaptive cruise control system is less than zero and the adaptive cruise control system is not currently responding to the start request signal, it is considered that the adaptive cruise system is requesting deceleration from the IPB. The IPB activates the deceleration control module to respond to the deceleration request from the adaptive cruise control system and simultaneously initiates real-time monitoring of the accelerator pedal position signal and the start request signal to obtain the current accelerator pedal position and the start request flag from the VCU. Based on the obtained current accelerator pedal position and the start request flag, the device determines whether the driver intends to accelerate. If the driver intends to accelerate, the device controls the hydraulic module to not respond to the braking command associated with the deceleration request from the adaptive cruise control system. If the driver does not intend to accelerate, the device continues to respond to the deceleration request from the adaptive cruise control system. When the adaptive cruise control system initiates a deceleration request, the present application starts real-time monitoring of the current accelerator pedal opening and the start request signal on the IPB side, detects the driver's acceleration intention based on the acquired current accelerator pedal opening and the start request flag, and controls the hydraulic module to no longer respond to the braking command when it is confirmed that the driver has the intention to accelerate, so as to cope with the driver's acceleration request during the ACC-controlled vehicle deceleration process. Compared with the adaptive cruise control system, the IPB adjusts the deceleration control strategy one step ahead, and no longer actively boosts the pressure through the hydraulic module when the electric braking force is insufficient, thereby avoiding resource waste of the hydraulic module, reducing energy consumption, and avoiding the noise caused to the user by active boosting.

[0145] To implement the above embodiment, the embodiment of the present application further proposes a vehicle, which includes the braking control device 600 under the adaptive cruise condition described in the above embodiment, the adaptive cruise control system and the vehicle controller.

[0146] In order to implement the above embodiment, the present application also provides an electronic device 700, such as Figure 7 As shown, the electronic device 700 may specifically include: a memory 701, a processor 702, and a computer program stored in the memory 701 and executable on the processor 702. When the processor 702 executes the program, the steps of the braking control method under the adaptive cruise condition as shown in the above embodiment are implemented.

[0147] Those skilled in the art will appreciate that all or part of the processes in the above-described method embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the above-described method embodiments. Any reference to memory, storage, database, or other media used in the various embodiments provided herein may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct RAMbus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM).

[0148] Those skilled in the art will clearly understand that for the sake of convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0149] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. A braking control method under adaptive cruise control, characterized in that: include: Obtaining a target deceleration of an adaptive cruise control system, and obtaining a response status of the adaptive cruise control system to a start request signal sent by a vehicle controller; Determining whether the target deceleration is less than zero and whether the response state is unresponsive; If the target deceleration is less than zero and the response state is unresponsive, obtaining the current accelerator pedal opening and the start request flag of the vehicle controller; confirming whether the driver has an acceleration intention based on the current accelerator pedal opening and the start request flag; If it is determined that the driver intends to accelerate, the hydraulic module is controlled not to respond to the braking command associated with the deceleration request of the adaptive cruise control system.

2. The method according to claim 1, wherein The determining whether the driver has an acceleration intention based on the current accelerator pedal opening and the start request flag includes: determining whether the current accelerator pedal opening is greater than a preset opening threshold, and determining whether the value of the start request flag is a preset valid value; If the current accelerator pedal opening is greater than the preset opening threshold, and the value of the start request flag is the preset valid value, it is confirmed that the driver has an intention to accelerate; otherwise, it is confirmed that the driver has no intention to accelerate.

3. The method according to claim 1, wherein If it is confirmed that the driver intends to accelerate, the method further includes: Obtain the maximum value of the vehicle's braking energy recovery capability in real time; The braking energy recovery intensity is adjusted according to the maximum braking energy recovery capability.

4. The method according to claim 3, wherein The adjusting the braking energy recovery intensity according to the maximum braking energy recovery capability includes: comparing the maximum value of the braking energy recovery capacity at a current moment with the maximum value of the braking energy recovery capacity at a previous moment to determine whether the maximum value of the braking energy recovery capacity of the vehicle has decreased; If the maximum value of the braking energy recovery capability of the vehicle decreases, the braking energy recovery intensity is reduced.

5. The method according to claim 3, wherein The method further comprises: In response to confirming that the driver has an intention to accelerate, triggering a timer, so that if the timer duration is less than a preset duration, the hydraulic module is controlled not to respond to a braking instruction associated with the deceleration request, and a maximum braking energy recovery capacity of the vehicle is obtained in real time, and the braking energy recovery intensity is adjusted according to the maximum braking energy recovery capacity; If the timing duration is greater than or equal to the preset duration, the steps of obtaining the target deceleration of the adaptive cruise control system and the response status of the adaptive cruise control system to the start request signal sent by the vehicle controller, and determining whether the target deceleration is less than zero and whether the response status is unresponsive are re-executed.

6. The method according to claim 5, wherein The preset time length is determined according to a transmission delay of a start request signal between the vehicle controller and the adaptive cruise control system.

7. A braking control device under adaptive cruise control, characterized in that: include: an information acquisition module, configured to acquire a target deceleration of the adaptive cruise control system and a response status of the adaptive cruise control system to a start request signal sent by a vehicle controller; a judgment module, configured to judge whether the target deceleration is less than zero and whether the response state is no response; a deceleration control module, configured to obtain a current accelerator pedal opening and a start request flag of the vehicle controller if the target deceleration is less than zero and the response state is unresponsive; The deceleration control module is configured to determine whether the driver has an acceleration intention based on the current accelerator pedal opening and the start request flag; The adaptive deceleration control module is configured to control the hydraulic module not to respond to the braking instruction associated with the deceleration request of the adaptive cruise control system if it is determined that the driver has an acceleration intention.

8. A vehicle, characterized in that: It comprises the braking control device under the adaptive cruise working condition as claimed in claim 7, an adaptive cruise control system and a vehicle controller.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the steps of the braking control method under the adaptive cruise condition as claimed in any one of claims 1 to 6 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the braking control method under the adaptive cruise condition as described in any one of claims 1 to 6 are implemented.

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