Vehicle control method and device

Abstract

The application discloses a vehicle control method and device, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring vehicle travel data; acquiring vehicle travel data, wherein the vehicle travel data comprises brake signal data; judging whether the brake signal data is greater than a preset threshold; in the case that the brake signal data is greater than the preset threshold, applying a braking force to the vehicle according to a preset braking force slope; and the preset braking force slope is lower than a requested braking force slope. Compared with the related art, the application replaces the requested braking force slope calculated according to the vehicle condition in the conventional state with the preset braking force slope, so that the braking force increase tends to be gentle, so that the problem that the slip rate is too high and the vehicle is seriously unstable due to the fact that the braking force is too high and cannot be reduced is avoided in the subsequent process, and the control stability of the ABS module is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a vehicle control method and device. BACKGROUND

[0002] With the development of automobile intelligence and electrification, the brake-by-wire is also constantly changing. The electro mechanical brake (EMB) will gradually replace the current mainstream electro hydraulic brake system (EHB) because of its simple structure and the demand for platform development. However, the actuator of EMB still has its limitations. Although EMB can quickly establish brake force, once the brake force is large enough, EMB will execute slowly when it is needed to quickly reduce the brake force. This is prone to cause serious instability of the vehicle for the function of ABS (anti-lock braking system) which needs to quickly reduce the brake force. SUMMARY

[0003] Therefore, the present application provides a vehicle control method and device, which mainly aims to improve the problem that the current EMB brake mode is slow to execute after the ABS function is triggered, the brake force cannot be quickly reduced, and the vehicle is prone to serious instability, and improve the stability of ABS control.

[0004] In a first aspect, the present application provides a vehicle control method, comprising:

[0005] obtaining vehicle travel data; the vehicle travel data includes brake signal data;

[0006] determining whether the brake signal data is greater than a preset threshold value;

[0007] in the case where the brake signal data is greater than the preset threshold value, applying a brake force to the vehicle according to a preset brake force slope; the preset brake force slope is lower than a requested brake force slope.

[0008] Optionally, after applying the brake force to the vehicle according to the preset brake force slope, the method further comprises: calculating a slip rate signal of the vehicle; detecting whether the slip rate signal has an oscillation condition; if the slip rate signal has an oscillation condition, filtering the slip rate signal, and performing vehicle control according to the filtered slip rate.

[0009] Optionally, performing vehicle control according to the filtered slip rate comprises: performing real-time calculation based on the slip rate to obtain a target brake force; and performing vehicle control based on the target brake force.

[0010] Optionally, the vehicle travel data comprises wheel speeds of each wheel; and the calculating the slip ratio signal of the vehicle comprises: calculating a current vehicle speed according to the wheel speeds of each wheel; and obtaining the slip ratio signal based on the wheel speeds of each wheel and the vehicle speed.

[0011] Optionally, after determining whether the brake signal data is greater than the preset threshold, the method further comprises: in a case where the brake signal data is less than or equal to the preset threshold, determining the requested brake force slope according to a predetermined mapping relationship, and applying a brake force to the vehicle.

[0012] Optionally, the calculating the requested brake force slope comprises: performing smoothing processing on the vehicle travel data; calculating a vehicle speed based on the vehicle travel data after the smoothing processing; calculating a current road adhesion coefficient and a vehicle state according to the vehicle travel data and the vehicle speed; and determining the requested brake force slope based on the vehicle travel data, the vehicle speed, the current road adhesion coefficient and the vehicle state.

[0013] In a second aspect, the present application provides a vehicle control device, comprising:

[0014] an acquisition unit configured to acquire vehicle travel data; the vehicle travel data comprising brake signal data;

[0015] a determination unit configured to determine whether the brake signal data is greater than a preset threshold;

[0016] a processing unit configured to, in a case where the brake signal data is greater than the preset threshold, apply a brake force to the vehicle according to a preset brake force slope; the preset brake force slope being lower than a requested brake force slope.

[0017] In a third aspect, the present application provides a computer readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement the vehicle control method of the first aspect.

[0018] In a fourth aspect, the present application provides an electronic device comprising a storage medium, a processor and a computer program stored in the storage medium and executable on the processor, the processor executing the computer program to implement the vehicle control method of the first aspect.

[0019] In a fifth aspect, the present application provides a vehicle comprising the vehicle control device of the second aspect or the electronic device of the fourth aspect.

[0020] By the technical scheme, the vehicle control method and device provided by the application first acquire vehicle travel data; the vehicle travel data includes brake signal data; it is judged whether the brake signal data is greater than a preset threshold; in the case that the brake signal data is greater than the preset threshold, a preset brake force slope is used to apply brake force to the vehicle; and the preset brake force slope is lower than a requested brake force slope. Compared with the related art, the application uses the preset brake force slope to replace the requested brake force slope calculated according to the vehicle condition in the conventional state, so that the brake force increase tends to be gentle, so that the problem of high slip rate and shaking due to the fact that the brake force is too high and cannot be reduced, and the problem of serious instability of the vehicle, do not occur subsequently, thereby improving the control stability of the ABS module.

[0021] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory and are not restrictive of the disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0022] The accompanying drawings incorporated in and forming a part of the specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the application.

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the following will briefly introduce the drawings required by the embodiments or the prior art description. Obviously, for those skilled in the field, under the premise of no creative labor, other drawings can also be obtained according to these drawings.

[0024] Figure 1 A flowchart of a vehicle control method provided by an embodiment of the application is shown;

[0025] Figure 2 A structural diagram of an EMB system provided by an embodiment of the application is shown;

[0026] Figure 3 A flowchart of a vehicle control method provided by an embodiment of the application is shown;

[0027] Figure 4 A structural diagram of a vehicle control device provided by an embodiment of the application is shown. DETAILED DESCRIPTION

[0028] Some embodiments of the present disclosure will be described in detail herein, with examples shown in the drawings. The following description is related to the drawings when the drawings are referred to, and the same numbers in different drawings represent the same or similar elements unless otherwise indicated. Various changes, modifications and equivalents of the methods, devices and / or systems described herein will become apparent to those skilled in the art after understanding the present disclosure. For example, the order of the operations described herein is merely an example, and is not limited to those set forth herein, but can be changed as apparent after understanding the present disclosure, except for the operations that must be performed in a specific order. In addition, the description of features known in the art can be omitted for the sake of clarity and brevity.

[0029] The implementations described in some embodiments of the present disclosure below do not represent all implementations consistent with the present disclosure. Instead, they are merely examples of apparatuses and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0030] In order to improve the current EMB braking mode which is slow after the ABS (Anti-locked Braking System) function is triggered, the braking force cannot be quickly reduced, and the vehicle is prone to serious instability, and to improve the stability of ABS control. The present embodiment provides a vehicle control method, as shown in Figure 1 The method comprises:

[0031] S101, acquiring vehicle running data.

[0032] The execution subject of the method of the present embodiment can be a vehicle master control ECU, which can acquire data of the ABS system and control its execution, and also can control the EMB actuator to drive the motor according to the result of the ABS system. The vehicle running data includes wheel speed of each wheel, actual braking force of the current vehicle, longitudinal acceleration, etc., wherein the reference speed of the whole vehicle can also be calculated according to the wheel speed of each wheel, and the vehicle slip ratio can be calculated subsequently. The vehicle running data also includes braking signal data, such as push rod stroke signal or push rod stroke increase rate of the brake pedal, etc., which is mainly used to represent the braking degree of the driver in the current vehicle braking (for example, in the case of emergency braking, the pedal will be depressed in a short time, the push rod stroke is high and the increase rate is fast). The wheel speed, longitudinal acceleration and other data can be acquired by the sensor module on the vehicle.

[0033] S102, judging whether the braking signal data is greater than a preset threshold.

[0034] In the embodiment, the brake signal data includes the push rod stroke of the brake pedal and the push rod stroke increase rate. When the push rod stroke increase rate > 180 mm / s && the push rod stroke > 12 mm, it is determined that the two conditions are greater than the preset threshold (different thresholds for different vehicles), and when the two conditions are met at the same time, the system confirms the emergency braking intention of the driver, and determines that the braking is urgent.

[0035] S103, in the case that the brake signal data is greater than the preset threshold, a preset brake force slope is used to apply a brake force to the vehicle.

[0036] The preset brake force slope is lower than the request brake force slope. Normally, the request brake force slope is a quantity calculated in real time by the current vehicle speed, wheel speed, state and other parameters, and the brake force request is calculated by the vehicle anti-lock braking system (ABS), which sends the request to the EMB actuator, and then the EMB actuator drives the motor according to the brake force request, and the brake force request usually includes the target brake force, which can be controlled by the brake force slope during the adjustment to the target brake force. The preset brake force slope is used to apply a brake force to the vehicle, which means that during the braking process, the brake force of the vehicle is not instantaneously maximized, but gradually increases according to a preset slope, which is smaller than the request brake force slope calculated by the vehicle ABS module according to the vehicle condition, for example, the preset brake force slope can be 80% of the request brake force slope, so that the increase speed of the brake force tends to be gentle, which can more smoothly control the braking process, improve the ride comfort and braking efficiency.

[0037] In the embodiment, the vehicle travel data is first obtained, and the brake signal data is included in the travel data; it is determined whether the brake signal data is greater than the preset threshold; in the case that the brake signal data is greater than the preset threshold, a preset brake force slope is used to apply a brake force to the vehicle; and the preset brake force slope is lower than the request brake force slope. Compared with the related art, the request brake force slope calculated according to the vehicle condition in the conventional state is replaced by the preset brake force slope in the embodiment, so that the brake force increase tends to be gentle, so that subsequent problems such as high slip rate and shaking due to too high brake force and then falling down, and serious instability of the vehicle, are avoided, thereby improving the control stability of the ABS module.

[0038] Optionally, after the preset brake force slope is used to apply a brake force to the vehicle, the method further includes: calculating the slip rate signal of the vehicle; detecting whether the slip rate signal has a shaking condition; if the slip rate signal has a shaking condition, filtering the slip rate signal, and controlling the vehicle according to the filtered slip rate.

[0039] In this embodiment, the slip ratio refers to the degree of wheel slip during braking, which is the percentage of the difference between the wheel speed and the vehicle speed. Calculating the slip ratio signal of the vehicle is to obtain the current slip state of the wheel, which is the basis for subsequent control. Oscillation refers to the sharp fluctuation of the slip ratio signal in a short time. This may be caused by changes in road conditions, unstable contact between the wheel and the ground, or other external factors. Detecting oscillation is to determine whether the slip ratio signal is reliable for subsequent processing. If oscillation is detected in the slip ratio signal, it needs to be filtered. Filtering can use butterworth, PT1, etc. Finally, the braking process of the vehicle is controlled according to the filtered slip ratio signal. This can ensure that the braking process is more stable and safe, and improve the braking performance and ride comfort of the vehicle.

[0040] It should be noted that the way to determine oscillation is different for different vehicles. There are two aspects to determine the oscillation of the slip ratio: one is the amplitude of the oscillation, and the other is the frequency of the oscillation. For example, a 20Hz change frequency is considered to be a sharp oscillation on Wuling Hongguang, but it can be ignored on Ferrari Lafer. The same applies to the amplitude of the oscillation. Therefore, to determine whether the slip ratio signal has oscillation, it can be determined whether the peak and low values of the slip ratio signal are greater than the threshold (for example, 20Hz) within a predetermined time. The specific determination method needs to be selected according to different vehicles.

[0041] Optionally, the vehicle control based on the filtered slip ratio includes: calculating the target braking force in real time based on the slip ratio; and controlling the vehicle based on the target braking force.

[0042] In this embodiment, the slip ratio is filtered to smooth the high-frequency oscillation signal. PID control is continuously performed based on the filtered slip ratio until the vehicle stops or exits ABS. PID control is a closed-loop control strategy that includes proportional (P), integral (I), and derivative (D) components. By adjusting the parameters of these three components, the system can achieve precise control of the slip ratio, thereby keeping the wheel from locking or slipping during braking to achieve the best braking effect. Real-time calculation based on the current filtered slip ratio signal is to determine a suitable braking force, which should be able to keep the wheel within the optimal slip ratio range to achieve the most effective braking performance. Real-time calculation process uses PID control to ensure that the relationship between braking force and slip ratio is accurately managed. After determining the target braking force, the vehicle is actually controlled based on this braking force. The control of the vehicle involves adjusting the pressure of the braking system, adjusting the speed of the wheel, or taking other necessary measures to ensure that the vehicle decelerates as expected.

[0043] Optionally, the wheel speed of each wheel is included in the vehicle travel data, and the slip ratio signal of the vehicle is calculated, including: calculating the current vehicle speed according to the wheel speed of each wheel; and obtaining the slip ratio signal based on the wheel speed of each wheel and the vehicle speed.

[0044] In this embodiment, the calculation of the vehicle speed relies on the wheel speed data of each wheel, which is provided by the wheel speed sensor installed on the wheel. Modern vehicle control systems usually combine Kalman filtering method, slope method and other algorithms to further improve the accuracy and robustness of vehicle speed estimation. For example, in the non-slip working condition, the wheel speed method or Kalman filtering method can be mainly used for vehicle speed estimation; while in the slip working condition, the slope method or the combination of Kalman filtering and slope method can be switched to for estimation. The specific method of calculating the vehicle speed according to the wheel speed is as follows:

[0045] The wheel speed method is to average the wheel speeds of all wheels (or specific wheels, such as non-driven wheels) as an approximate value of the vehicle speed. This method is simple and low in cost, but may not be accurate enough in some complex working conditions (such as driving on a curve, single-side wheel slipping).

[0046] The Kalman filtering method describes the dynamic changes of vehicle speed by constructing state equations and observation equations of the vehicle system. The state equation usually includes the speed, acceleration and other state variables of the vehicle, while the observation equation updates the state estimation according to the measurement values of the wheel speed sensor, acceleration sensor and other devices. Kalman filtering uses a recursive method for state estimation, that is, according to the state estimation at the previous time and the observation value at the current time, the state estimation value at the current time is calculated through the recursive formula. This method can process new measurement data in real time and continuously update the vehicle speed estimation value. The slope method is a method of estimating vehicle speed based on acceleration integration. In complex working conditions such as vehicle slipping, the traditional wheel speed method may not accurately reflect the actual vehicle speed, at which time the acceleration of the vehicle can be measured by the acceleration sensor, and the vehicle speed can be calculated by integrating it. The slope method measures the acceleration of the vehicle and integrates it over time to calculate the change in vehicle speed. Then, the vehicle speed change is added to the initial vehicle speed to obtain the vehicle speed estimation value at the current time. In the case of vehicle slipping, the slope method can effectively compensate for the shortcomings of the wheel speed method. By integrating the acceleration to estimate the vehicle speed, the actual motion state of the vehicle in complex working conditions can be more accurately reflected.

[0047] The calculation formula of the slip ratio is: slip ratio = [(vehicle speed - wheel speed) / vehicle speed] x 100%. Through the slip ratio calculation formula, the slip ratio signal of each wheel is obtained.

[0048] Optionally, after determining whether the braking signal data is greater than the preset threshold, the method further comprises: in the case that the braking signal data is less than or equal to the preset threshold, determining the requested braking force slope according to a predetermined mapping relationship, and applying a braking force to the vehicle.

[0049] In the embodiment, first, the system judges the braking signal data, which includes the push rod stroke increase rate and the push rod stroke in the embodiment. The system compares the braking signal data with a preset threshold. The threshold is a predetermined standard for determining whether the braking signal reaches a certain specific intensity or condition. For example, the threshold is push rod stroke increase rate > 180 mm / s && push rod stroke > 12 mm. If the braking signal data is less than or equal to the preset threshold, it means that the driver's braking demand is not very urgent or strong. The system will look up the table according to the conventional requested braking force slope and send it to the actuator to apply the braking force, keeping the wheels rolling in emergency braking, thereby improving the stability and controllability of the vehicle.

[0050] Optionally, the step of calculating the requested braking force slope comprises: smoothing the vehicle travel data; calculating the vehicle speed based on the smoothed vehicle travel data; calculating the current road adhesion coefficient and the vehicle state according to the vehicle travel data and the vehicle speed; and determining the requested braking force slope based on the vehicle travel data, the vehicle speed, the current road adhesion coefficient and the vehicle state.

[0051] The purpose of obtaining the vehicle travel data here is to calculate the current vehicle condition and analyze and calculate the requested braking force slope according to the vehicle condition. The vehicle travel data includes the speed of each wheel, the actual braking force of the current vehicle, the longitudinal acceleration, etc., wherein the reference speed of the whole vehicle can be calculated according to the speed of each wheel, and the vehicle slip ratio can be calculated subsequently.

[0052] The specific details of the conventional ABS control method are as follows:

[0053] A sensor module is installed on the vehicle to detect the speed of the four wheels of the vehicle and the longitudinal acceleration of the vehicle.

[0054] First, the ABS system receives the wheel speed, the current actual braking force and the longitudinal acceleration, performs wheel speed processing and actual braking force smoothing processing and observation, and calculates the reference speed of the whole vehicle. At the same time, the module also calculates the brake pedal push rod stroke signal, and generates different braking force requests according to the stroke signal.

[0055] Based on the above basic signals, the current road adhesion coefficient and the vehicle state are calculated, and the vehicle state is estimated. The slip ratio is controlled by PID to output the target braking force. The force is post-processed (arbitration, filtering). Finally, the target braking force output by the ABS is used to drive the motor to execute.

[0056] With the above control link, because of the delay characteristics of the EMB actuator, the control effect is as follows:

[0057] 1. The initial braking force request (e.g. 628000N) follows the rapid rise of the brake pedal stroke (230mm / s), and it is determined to be a rapid braking. In this period, the actual braking force is increased according to the fastest pressure building slope (320000N / s), that is, the braking force is increased according to the braking force slope calculated in the ABS mode. When the actual braking force is about to reach the target braking force, the target braking force request is reduced to avoid further increase of the slip rate. However, due to the mechanical characteristics of the EMB, the actual braking force cannot immediately follow the target decrease, resulting in a rapid increase of the slip rate in this interval, thereby causing vehicle vibration.

[0058] 2. After entering the ABS, the whole process of the vehicle is in a severe vibration due to the delay of the actuator. The generation of vibration leads to the rapid and high-frequency changes of the front and rear axle loads, thereby further exacerbating the changes of the wheel adhesion, and thus causing more serious vibration of the slip rate.

[0059] In this embodiment, due to the influence of various noises and disturbances on the data collected by the sensor during the vehicle travel, the data fluctuates greatly. Smoothing processing can remove these noises and make the data more stable and reliable, providing an accurate basis for subsequent calculations. The vehicle speed is an important parameter of the vehicle driving state and one of the key inputs in the ABS control algorithm. By calculating the vehicle speed, the vehicle speed can be monitored in real time, providing a basis for subsequent brake control. The road adhesion coefficient reflects the friction characteristics between the road and the tire, and is an important factor affecting the braking performance of the vehicle. At the same time, the vehicle state (such as whether to slip or about to lock, etc.) is also needed to be monitored in real time by the ABS control algorithm. The road adhesion coefficient can be estimated by analyzing the relationship between the wheel speed and the vehicle speed. For example, when the wheel is about to lock, the wheel speed will drop sharply, and at this time the road adhesion coefficient can be indirectly calculated by calculating the wheel slip ratio. At the same time, combined with other driving data of the vehicle (such as acceleration, steering angle, etc.), the state of the vehicle can be comprehensively judged. The brake force slope is one of the key parameters in the ABS control algorithm, which determines the rate of change of the brake force with time. By reasonably determining the brake force slope, the vehicle braking performance can be ensured while avoiding the occurrence of wheel lock and loss of control. Therefore, in the vehicle control method provided in this embodiment, on the one hand, the brake force slope calculated by the vehicle anti-lock mode is replaced by the pre-set brake force slope, so that the brake force increase tends to be gentle, so that the slip ratio will not be too high and will not be too high and will not be too high. The shaking caused by the high brake force is avoided; on the other hand, the slip ratio is filtered and processed, so that the vehicle can be more stable, thereby avoiding the problem of serious instability of the vehicle, thereby improving the control stability of the ABS module.

[0060] Further, as shown in Figure 2 , a structure diagram of an EMB system provided in this embodiment is shown. The specific details are as follows:

[0061] With the development of automobile intelligence and electrification, brake-by-wire is also constantly changing. Electro Mechanical Brake (EMB) will gradually replace the current mainstream Electro Hydraulic Brake (EHB) system because of its simple structure and the need for platform development.

[0062] EMB typical representatives such as Figure 2 , it cancels the complex hydraulic pipeline, only one ECU controls the brake motor at the end of the four wheels through pure brake-by-wire. EMB has obvious advantages of simple structure and fast response speed. A typical architecture of EMB is shown in the following figure, each wheel end is configured with a brake motor and a control ECU.

[0063] However, the actuator of EMB still has its limitations. Although EMB can quickly build up braking force, it will perform slowly when the braking force needs to be quickly reduced. This is a big challenge for ABS (Anti-lock Braking System), which requires quick reduction of braking force.

[0064] Further, as shown in Figure 3 , a flowchart of a vehicle control method provided by the embodiment is shown. Some parameters are explained according to the values in the above embodiment, and the specific details are as follows:

[0065] Step 1, the driver steps on the brake in emergency.

[0066] When the driver perceives an emergency and quickly steps on the brake pedal, this action is captured by the sensors of the braking system.

[0067] Step 2, judge if the push rod stroke increase rate > 180mm / s && push rod stroke > 12mm.

[0068] The sensors built into the system will monitor the push rod stroke of the brake pedal and its increase rate.

[0069] Push rod stroke increase rate: This indicator reflects the speed at which the driver steps on the brake pedal. If the rate is greater than 180mm / s, it means that the driver is braking in emergency.

[0070] Push rod stroke: The push rod stroke needs to be greater than 12mm to ensure that the brake pedal is fully stepped on.

[0071] Both conditions must be met for the system to confirm the driver's intention to brake in emergency.

[0072] Step 3.1, if the conditions are met, the ABS module adjusts the target force request slope to 320000N / s.

[0073] If it is confirmed that the driver is braking in emergency, the ABS module will immediately adjust the target force request slope to 320000N / s. This means that the system will quickly increase the braking force to respond to the emergency.

[0074] Step 3.2, if the conditions are not met, follow the normal braking force request curve table lookup and send the braking force to the actuator.

[0075] If the conditions are not met, the system will follow the normal braking force request curve (through table lookup) to determine the braking force, and send this braking force to the actuator (such as brake caliper).

[0076] Step 4, after entering ABS, judge if there is a sustained oscillation.

[0077] There are generally two ways to enter ABS. One is that the wheel slip rate exceeds the preset threshold, such as 10%; the other is that the wheel deceleration is lower than the preset threshold. The judgment of continuous oscillation is that the wheel speed is rapidly increased and decreased due to the change of the clamping force. There are two aspects to judge the oscillation: one is the amplitude of the oscillation, and the other is the frequency of the oscillation. The specific definition of amplitude and frequency needs to be combined with the specific state of the vehicle and has different definitions.

[0078] Step 5.1, if there is continuous oscillation, filter the slip rate, filter the high-frequency oscillation signal to make it relatively smooth.

[0079] If continuous oscillation is detected, the system will filter the slip rate signal. The purpose of filtering is to remove high-frequency oscillation signals and make the slip rate signal smoother, thereby improving the accuracy of control.

[0080] Step 6, continuously perform PID control according to the filtered slip rate until the vehicle stops or the ABS exits.

[0081] The system will perform subsequent PID control according to the filtered slip rate, and continue until the vehicle completely stops or the ABS system exits. Step 5.2, if there is no continuous oscillation, continuously perform PID control according to the real-time slip rate until the vehicle stops or the ABS exits.

[0082] If no continuous oscillation is detected, the system will directly use the real-time slip rate signal for subsequent PID control.

[0083] Whether the slip rate signal is filtered or not, the system will continue to perform PID control. PID control is a closed-loop control strategy that includes proportional (P), integral (I), and derivative (D) components. By adjusting the parameters of these three components, the system can achieve precise control of the slip rate, thereby keeping the wheels from locking or slipping during braking to achieve the best braking effect. PID control will continue until the vehicle completely stops or the ABS system exits.

[0084] Further, as a specific implementation of the method shown in Figures 1 to 3 , the embodiment provides a vehicle control device, as shown in Figure 4 , the device comprises an acquisition unit 41, a judgment unit 42 and a processing unit 43.

[0085] The acquisition unit 41 is configured to acquire vehicle travel data; the vehicle travel data includes brake signal data;

[0086] The judgment unit 42 is configured to judge whether the brake signal data is greater than a preset threshold;

[0087] The processing unit 43 is configured to apply a braking force to the vehicle according to a preset braking force slope when the braking signal data is greater than a preset threshold, and the preset braking force slope is lower than the requested braking force slope.

[0088] In a specific application scenario, the processing unit 43 is specifically configured to calculate a slip rate signal of the vehicle, detect whether the slip rate signal has an oscillation condition, perform filtering processing on the slip rate signal if the slip rate signal has the oscillation condition, and perform vehicle control according to the filtered slip rate.

[0089] In a specific application scenario, the processing unit 43 is further configured to calculate a target braking force in real time based on the slip rate, and perform vehicle control based on the target braking force.

[0090] In a specific application scenario, the processing unit 43 is further configured to calculate a current vehicle speed according to the wheel speed of each wheel, and obtain the slip rate signal based on the wheel speed of each wheel and the vehicle speed.

[0091] In a specific application scenario, the processing unit 43 is further configured to determine the requested braking force slope according to a predetermined mapping relationship and apply a braking force to the vehicle when the braking signal data is less than or equal to a preset threshold.

[0092] In a specific application scenario, the processing unit 43 is further configured to perform smoothing processing on the vehicle travel data, calculate a vehicle speed based on the smoothed vehicle travel data, calculate a current road adhesion coefficient and a vehicle state according to the vehicle travel data and the vehicle speed, and determine the requested braking force slope based on the vehicle travel data, the vehicle speed, the current road adhesion coefficient, and the vehicle state.

[0093] It should be noted that other corresponding descriptions of the functions of the units involved in the vehicle control method provided in this embodiment can be referred to the corresponding descriptions in the Figures 1 to 3 , which will not be repeated here.

[0094] Based on the above method as shown in Figures 1 to 3 , accordingly, the present embodiment also provides a computer readable storage medium having a computer program stored thereon, which is executed by a processor to implement the above method as shown in Figures 1 to 3 .

[0095] Based on such understanding, the technical scheme of the present application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a U disk, a mobile hard disk, etc.) and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods of various implementation scenarios of the present application.

[0096] Based on the method as shown in Figures 1 to 3 , and Figure 4 the virtual device embodiment, in order to achieve the above-mentioned purpose, the embodiments of the present application also provide an electronic device, such as a smart phone, a tablet computer, a drone, a smart robot, etc. The device includes a storage medium and a processor; the storage medium is used to store a computer program; the processor is used to execute the computer program to realize the method as shown in Figures 1 to 3 .

[0097] Optionally, the above-mentioned entity device can also include a user interface, a network interface, a camera, a radio frequency (RF) circuit, a sensor, an audio circuit, a WI-FI module, etc. The user interface can include a display screen (Display), an input unit such as a keyboard (Keyboard), etc. The optional user interface can also include a USB interface, a card reader interface, etc. The network interface can optionally include a standard wired interface, a wireless interface (such as a WI-FI interface), etc.

[0098] Those skilled in the art can understand that the above-mentioned entity device structure provided by the embodiments does not constitute a limitation on the entity device, and can include more or fewer components, or combine certain components, or different component arrangements.

[0099] The storage medium can also include an operating system, a network communication module. The operating system is a program that manages the hardware and software resources of the above-mentioned entity device, supports the running of information processing programs and other software and / or programs. The network communication module is used to realize the communication between the internal components of the storage medium, and the communication with other hardware and software in the information processing entity device.

[0100] Based on the method as shown in Figures 1 to 3 , and Figure 4 the virtual device embodiment, the embodiments of the present application also provide a chip, which includes one or more interface circuits and one or more processors; the interface circuit is used to receive a signal from the memory of an electronic device and send the signal to the processor, the signal includes computer instructions stored in the memory; when the processor executes the computer instructions, the electronic device executes the method as shown in Figures 1 to 3 .

[0101] Through the description of the above embodiments, those skilled in the art can clearly understand that the present application can be realized by means of software with a necessary general hardware platform, or by hardware. By applying the scheme of the present embodiment, compared with the related art, the present embodiment replaces the requested braking force slope calculated according to the vehicle condition in the conventional state with the preset braking force slope, so that the braking force increase tends to be gentle, so that the subsequent problem of too high slip rate and shaking due to too high braking force and vehicle serious instability does not occur, thereby improving the control stability of the ABS module.

[0102] It should be noted that, in this document, relational terms such as“first” and“second”, and the like, are used solely to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms“comprises”,“comprising”, or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by“comprises a...” does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0103] The above description is merely that of specific embodiments of the present application, enabling a person skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application shall not be limited to these embodiments described herein, but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle control method characterized by, The method comprises: obtaining vehicle travel data; the vehicle travel data comprises brake signal data; determining whether the brake signal data is greater than a preset threshold; wherein the brake signal data is used to represent the degree of braking performed by the driver on the vehicle at present; in the case where the brake signal data is greater than the preset threshold, applying a braking force to the vehicle according to a preset braking force gradient; the preset braking force gradient is lower than a requested braking force gradient; wherein the braking force gradient determines the rate of change of the braking force with time, and the braking force applied to the vehicle is gradually increased to a maximum value according to the preset braking force gradient; the requested braking force gradient is calculated according to the vehicle condition in a normal state; if the slip ratio signal of the vehicle has an oscillation condition, filtering the slip ratio signal, and performing vehicle control according to the filtered slip ratio.

2. The method of claim 1, wherein, After applying the braking force to the vehicle according to the preset braking force gradient, the method further comprises: calculating the slip ratio signal of the vehicle; detecting whether the slip ratio signal has an oscillation condition.

3. The method of claim 2, wherein, Performing vehicle control according to the filtered slip ratio, comprising: calculating a target braking force based on the slip ratio in real time; performing vehicle control based on the target braking force.

4. The method of claim 2, wherein, The vehicle travel data comprises the wheel speed of each wheel; The calculation of the slip ratio signal of the vehicle comprises: calculating the current vehicle speed according to the wheel speed of each wheel; obtaining the slip ratio signal based on the wheel speed of each wheel and the vehicle speed.

5. The method of claim 1, wherein, After determining whether the brake signal data is greater than the preset threshold, the method further comprises: in the case where the brake signal data is less than or equal to the preset threshold, determining the requested braking force gradient according to a predetermined mapping relationship, and applying a braking force to the vehicle.

6. The method according to any one of claims 1 to 5, characterized in that, The calculation of the requested braking force gradient comprises: smoothing the vehicle travel data; calculating the vehicle speed based on the smoothed vehicle travel data; calculating the current road adhesion coefficient and the vehicle state according to the vehicle travel data and the vehicle speed; determining the requested braking force gradient based on the vehicle travel data, the vehicle speed, the current road adhesion coefficient, and the vehicle state.

7. A vehicle control device characterized by comprising: The method comprises: an obtaining unit configured to obtain vehicle travel data; the vehicle travel data comprises brake signal data; a determining unit configured to determine whether the brake signal data is greater than a preset threshold; wherein the brake signal data is used to represent the degree of braking performed by the driver on the vehicle at present; a processing unit configured to, in the case where the brake signal data is greater than the preset threshold, apply a braking force to the vehicle according to a preset braking force gradient; the preset braking force gradient is lower than a requested braking force gradient; wherein the braking force gradient determines the rate of change of the braking force with time, and the braking force applied to the vehicle is gradually increased to a maximum value according to the preset braking force gradient; the requested braking force gradient is calculated according to the vehicle condition in a normal state; if the slip ratio signal of the vehicle has an oscillation condition, filtering the slip ratio signal, and performing vehicle control according to the filtered slip ratio.

8. A computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program, which is executed by a processor, implements the method of any one of claims 1 to 6.

9. An electronic device comprising a storage medium, a processor, and a computer program stored on the storage medium and executable on the processor, characterized in that, The processor, when executing the computer program, implements the method of any one of claims 1 to 6.

10. A vehicle characterized by comprising: The vehicle includes the vehicle control device according to claim 7, or the electronic device according to claim 9.

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