Vehicle braking control method, electronic equipment and vehicle

Abstract

The invention relates to the technical field of vehicle control, and provides a vehicle braking control method, electronic equipment and a vehicle. The method comprises the following steps: controlling a vehicle to brake by outputting a braking force, and judging whether a braking force request is received or not; in response to the fact that the braking force request is not received, the output braking force is controlled to be reduced to the minimum braking force enabling the vehicle to be kept in a stopped state according to the preset pressure relief gradient; and in response to determining that the braking force request is received, determining a first pressurization gradient according to the braking force request, and controlling the output braking force to be increased according to the first pressurization gradient. Therefore, the output power of the motor can be limited by reducing the output braking force, so that energy is saved, and the parking safety can be ensured while the energy is saved by reducing the output braking force to the minimum braking force for keeping the vehicle in a stopped state. The output power of the motor can be limited through the first pressurization gradient for limiting the increase of the output braking force, so that energy is saved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular to a vehicle braking control method, electronic equipment and a vehicle. Background Art

[0002] The brake-by-wire system outputs braking force according to the pedal stroke of the brake pedal. However, in some scenarios, outputting braking force according to the pedal stroke of the brake pedal may waste energy and fail to park safely.

[0003] In view of this, how to avoid energy waste and unsafe parking caused by outputting braking force according to pedal stroke has become a technical problem that needs to be solved urgently. Summary of the invention

[0004] In view of this, the purpose of the present disclosure is to provide a vehicle braking control method, electronic equipment and vehicle to solve the problem of energy waste and unsafe parking caused by outputting braking force according to pedal stroke in the prior art.

[0005] Based on the above objectives, a first aspect of the present disclosure provides a vehicle braking control method, the method comprising:

[0006] Controlling the vehicle to stop by outputting braking force and determining whether a braking force request is received;

[0007] In response to determining that no braking force request is received, controlling the output braking force to decrease according to a preset pressure relief gradient to a minimum braking force for keeping the vehicle in a stopped state;

[0008] In response to determining that a braking force request is received, a first pressure gradient is determined according to the braking force request, and the output braking force is controlled to increase according to the first pressure gradient.

[0009] Based on the same inventive concept, the second aspect of the present disclosure proposes an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0010] Based on the same inventive concept, a third aspect of the present disclosure provides a vehicle, which includes the electronic device described in the second aspect.

[0011] As can be seen from the above, the present disclosure provides a vehicle braking control method, an electronic device, and a vehicle. The vehicle is controlled to stop by outputting a braking force to determine whether a braking force request is received. When no braking force request is received, the output braking force is controlled to be reduced to the minimum braking force that keeps the vehicle in a stopped state according to a preset pressure relief gradient. In this way, by reducing the output braking force, the motor output power can be limited, thereby achieving energy saving. By reducing the output braking force to the minimum braking force that keeps the vehicle in a stopped state, parking safety can be ensured while saving energy. When a braking force request is received, a first pressurization gradient is determined according to the braking force request, and the output braking force is controlled to increase according to the first pressurization gradient. In this way, by limiting the first pressurization gradient that increases the output braking force, the motor output power can be limited, thereby achieving energy saving. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the present disclosure or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0013] Figure 1 is a flow chart of a vehicle braking control method according to an embodiment of the present disclosure;

[0014] Figure 2 is a schematic structural diagram of a vehicle braking control device according to an embodiment of the present disclosure;

[0015] Figure 3 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0016] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0017] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present disclosure should be understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the embodiments of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0018] As mentioned above, how to avoid energy waste and unsafe parking caused by outputting braking force according to pedal travel has become an important research issue.

[0019] Based on the above description, if Figure 1 As shown, the vehicle braking control method proposed in this embodiment includes:

[0020] Step 101, controlling the vehicle to stop by outputting braking force, and determining whether a braking force request is received.

[0021] In specific implementation, the vehicle is braked to a stop by outputting the braking force. Before the vehicle is braked to a stop, the braking force F corresponding to the pedal stroke S is determined based on the pedal feel curve, and the braking force F is used as the output braking force. The pedal feel curve is a relationship curve between the pedal stroke S and the braking force F.

[0022] After the vehicle is controlled to stop, it is determined whether a braking force request is received, wherein the braking force request is generated when the driver steps on the brake pedal.

[0023] Step 102 : In response to determining that no braking force request is received, controlling the output braking force to decrease to a minimum braking force for keeping the vehicle in a stopped state according to a preset pressure relief gradient.

[0024] In specific implementation, it is determined whether a braking force request is received within a preset time after the vehicle stops. If no braking force request is received within the preset time after the vehicle stops, the output braking force is controlled to be reduced to the minimum braking force that keeps the vehicle stopped according to the preset pressure relief gradient. In this way, the output braking force can be reduced to the minimum extent while ensuring the parking safety of the vehicle, thereby saving energy.

[0025] The preset pressure relief gradient is a preset braking force change gradient for reducing the output braking force.

[0026] Step 103 : in response to determining that a braking force request is received, determining a first pressurization gradient according to the braking force request, and controlling the output braking force to increase according to the first pressurization gradient.

[0027] In a specific implementation, it is determined whether a braking force request is received within a preset time after the vehicle stops. When a braking force request is received within a preset time after the vehicle stops, a first pressure gradient is determined according to the braking force request, and the output braking force is controlled to increase according to the first pressure gradient. In this way, the increase rate of the output braking force can be limited, the output power of the motor can be reduced, and energy saving can be achieved.

[0028] The pressure gradient is a braking force change gradient for controlling the increase of the output braking force. The first pressure gradient is a braking force change gradient for controlling the increase of the output braking force calculated according to the braking force request.

[0029] Through the above-mentioned embodiment, the vehicle is controlled to stop by outputting braking force, and it is determined whether a braking force request is received. When no braking force request is received, the output braking force is controlled to be reduced to the minimum braking force that keeps the vehicle in a stopped state according to a preset pressure relief gradient. In this way, by reducing the output braking force, the motor output power can be limited, thereby saving energy. By reducing the output braking force to the minimum braking force that keeps the vehicle in a stopped state, parking safety can be ensured while saving energy. When a braking force request is received, a first pressurization gradient is determined according to the braking force request, and the output braking force is controlled to increase according to the first pressurization gradient. In this way, by limiting the first pressurization gradient of the increase in the output braking force, the motor output power can be limited, thereby saving energy.

[0030] In some embodiments, after controlling the vehicle to stop by outputting the braking force and before determining whether a braking force request is received, the method further includes:

[0031] Step 1011, obtaining the current slope.

[0032] Step 1012: Determine the minimum braking force and the maximum braking force corresponding to the current slope based on the corresponding relationship between the slope and the braking force range.

[0033] Step 1013: determine a preset braking force range based on the minimum braking force and the maximum braking force, and control the output braking force to be within the preset braking force range.

[0034] In specific implementation, the correspondence between the slope and the braking force range is the correspondence between the road slope and the braking force range that keeps the vehicle in a stopped state. The preset braking force range determined based on the current slope can ensure that the vehicle remains in a stopped state at the current slope while limiting the motor output power, thereby saving energy.

[0035] The correspondence between the slope and the braking force range may be a relationship table. For example, the correspondence between the slope and the braking force range includes: the first slope corresponds to the first preset braking force range, the second slope corresponds to the second preset braking force range, and the third slope corresponds to the third preset braking force range. The current slope is the second slope, and based on the correspondence between the slope and the braking force range, the second preset braking force range is determined to be Pmin to Pmax, and the output braking force is controlled to be within the second preset braking force range Pmin to Pmax.

[0036] In addition, the braking force range may include a minimum braking force and a maximum braking force. For example, the correspondence between the slope and the braking force range includes: the first slope corresponds to the first minimum braking force and the first maximum braking force, the second slope corresponds to the second minimum braking force and the second maximum braking force, and the third slope corresponds to the third minimum braking force and the third maximum braking force. The current slope is the second slope, and based on the correspondence between the slope and the braking force range, the second minimum braking force Pmin and the second maximum braking force Pmax are determined. Based on the second minimum braking force Pmin and the second maximum braking force Pmax, the second preset braking force range is determined to be Pmin to Pmax, and the output braking force is controlled to be within the second preset braking force range Pmin to Pmax.

[0037] Through the above scheme, the preset braking force range determined based on the current slope can ensure that the vehicle remains in a stopped state at the current slope, while limiting the motor output power, thereby saving energy. By controlling the output braking force within the preset braking force range, the vehicle remains in a stopped state at the current slope, while saving energy.

[0038] In some embodiments, step 102 includes:

[0039] Step 1021, in response to determining that no braking force request is received, controlling the output braking force to be reduced according to a preset pressure relief gradient, and determining whether the vehicle moves during the process of reducing the output braking force.

[0040] Step 1022 , in response to determining that the vehicle moves during the process of reducing the output braking force, controlling the output braking force to increase according to a preset second pressure gradient to a minimum braking force for keeping the vehicle in a stopped state.

[0041] Step 1023 , in response to determining that the vehicle does not move during the process of reducing the output braking force, controlling the output braking force to be reduced to a minimum braking force that keeps the vehicle in a stopped state.

[0042] In specific implementation, when no braking force request is received within a preset time after the vehicle stops, the output braking force is controlled to be reduced according to a preset pressure relief gradient. During the process of controlling the output braking force to be reduced, the slip rate of each wheel is detected to determine whether the vehicle moves.

[0043] Determine whether the slip rate of each wheel is within a preset range. When the slip rate of at least one wheel is not within the preset range, determine that the vehicle has moved. When the slip rate of each wheel is within the preset range, determine that the vehicle has not moved.

[0044] When the vehicle moves during the process of controlling the output braking force to decrease, in order to ensure parking safety, the control output braking force is increased according to the preset second pressure gradient to the minimum braking force that keeps the vehicle in a stopped state, so that the vehicle is in a stopped state, which can save energy while ensuring the parking safety of the vehicle after braking.

[0045] The preset second pressure gradient is a preset braking force change gradient for controlling the increase of the output braking force.

[0046] When the vehicle does not move during the process of controlling the output braking force to be reduced, in order to save energy, the output braking force is controlled to be reduced to the minimum braking force that keeps the vehicle in a stopped state, that is, the output braking force is controlled to be reduced to the minimum braking force Pmin in the preset braking force range.

[0047] Through the above scheme, based on the slip rate of each wheel, it is possible to accurately determine whether the vehicle moves during the process of reducing the output braking force. When the vehicle moves, the output braking force is controlled to increase according to the preset second pressure gradient to the minimum braking force that keeps the vehicle in a stopped state, which can save energy while ensuring the parking safety of the vehicle. When the vehicle does not move, the output braking force is controlled to be reduced to the minimum braking force that keeps the vehicle in a stopped state, which can achieve energy saving.

[0048] In some embodiments, step 1022 includes:

[0049] Step 1022A, in response to determining that the vehicle moves during the process of reducing the output braking force, controlling the output braking force to increase according to a preset second pressure gradient, and determining whether the vehicle switches from a moving state to a stopped state during the process of increasing the output braking force.

[0050] Step 1022B, in response to determining that the vehicle switches from a moving state to a stopped state during the process of increasing the output braking force, obtaining a stop time length of the vehicle in the stopped state.

[0051] Step 1022C, in response to determining that the stop duration reaches a preset duration threshold, controlling the output braking force to stop increasing, and obtaining the output braking force at the current moment, and using the output braking force at the current moment as the updated minimum braking force.

[0052] In a specific implementation, when the vehicle moves during the process of controlling the output braking force to decrease, in order to ensure parking safety, the output braking force is controlled to increase according to the preset second pressure gradient. During the process of controlling the output braking force to increase according to the preset second pressure gradient, it is determined whether the vehicle switches from a moving state to a stopped state based on the slip rate of each wheel.

[0053] Determine whether the slip rate of each wheel is within a preset range. When the slip rate of at least one wheel is not within the preset range, determine that the vehicle is in a moving state. When the slip rate of each wheel is within the preset range, determine that the vehicle switches from the moving state to the stopped state.

[0054] When the vehicle is in a moving state, the output braking force is controlled to increase according to the preset second pressure gradient. When the vehicle switches from a moving state to a stopped state, the stop time of the vehicle in the stopped state is obtained. When the stop time reaches a preset time threshold, the output braking force is controlled to stop increasing, and the output braking force at the current moment is used as the updated minimum braking force Pmin.

[0055] By controlling the output braking force to be the updated minimum braking force Pmin, the output braking force can be reduced to the greatest extent while ensuring that the vehicle is in a stopped state, thereby saving energy.

[0056] Through the above solution, when the vehicle moves during the process of reducing the output braking force, the output braking force can be controlled to increase according to the preset second pressure gradient, so that the vehicle can be switched from the moving state to the stopped state, thereby ensuring the parking safety of the vehicle. After the vehicle switches from the moving state to the stopped state, the stop time reaches the preset time threshold, and the increase of the output braking force is stopped, so that the output braking force can be reduced to the greatest extent while ensuring that the vehicle is in the stopped state, thereby saving energy.

[0057] In some embodiments, step 103 includes:

[0058] Step 103A: Obtain the braking force request value and the braking force request rate.

[0059] Step 103B: determining a first pressure gradient based on the braking force request value and the braking force request rate.

[0060] In a specific implementation, a correspondence between a request value, a request rate, and a pressure gradient is pre-stored. Specifically, according to the received braking force request, a braking force request value and a braking force request rate are determined. Based on the correspondence between the request value, the request rate, and the pressure gradient, a first pressure gradient corresponding to the braking force request value and the braking force request rate is determined. The output braking force is controlled to increase according to the first pressure gradient.

[0061] For example, the correspondence between the request value, the request rate and the pressure gradient includes: the first request value and the first request rate correspond to the pressure gradient 1, the second request value and the second request rate correspond to the pressure gradient 2, and the third request value and the third request rate correspond to the pressure gradient 3. When the braking force request value of the braking force request is the second request value and the braking force request rate is the second request rate, based on the correspondence between the request value, the request rate and the pressure gradient, the first pressure gradient is determined to be the pressure gradient 2, and the output braking force is controlled to increase according to the pressure gradient 2.

[0062] Compared with the preset second pressurization gradient, the first pressurization gradient determined based on the braking force request value and the braking force request rate can limit the increase rate of the output braking force, thereby reducing the motor output power.

[0063] Through the above solution, the first pressure gradient is determined based on the braking force request value and the braking force request rate, and the output braking force is controlled to increase according to the first pressure gradient. In this way, the increase rate of the output braking force can be limited, thereby reducing the motor output power.

[0064] In some embodiments, during the process of increasing the output braking force, the process further includes:

[0065] Step 103a, receiving a request for releasing the braking force during the process of increasing the output braking force, obtaining the current pedal stroke, determining the pedal braking force corresponding to the current pedal stroke based on the corresponding relationship between the pedal stroke and the braking force, and controlling the output braking force to be the pedal braking force.

[0066] In specific implementation, a release request of the braking force is received during the process of increasing the output braking force, that is, the driver releases the brake pedal after stepping on the brake pedal. In this scenario, the release request rate of the output braking force is not limited.

[0067] The corresponding relationship between the pedal stroke and the braking force may be a pedal feel curve SF, and the braking force F corresponding to the pedal stroke S can be determined based on the pedal feel curve SF.

[0068] When a brake force release request is received during the process of increasing the output brake force, the current pedal stroke S' is obtained, the pedal brake force F' corresponding to the current pedal stroke S' is determined based on the pedal feel curve SF, and the output brake force is controlled to be the pedal brake force F'.

[0069] Through the above scheme, when a release request for braking force is received during the process of increasing the output braking force, the release request rate of the output braking force is not limited, and the output braking force is controlled to be the pedal braking force corresponding to the current pedal stroke. The output braking force can be controlled according to the received release request for braking force.

[0070] In some embodiments, during the process of increasing the output braking force, the process further includes:

[0071] Step 1031 , determining that the vehicle moves during the process of increasing the output braking force, and determining whether a braking force request is received when the vehicle moves.

[0072] Step 1032, in response to determining that a braking force request is received when the vehicle moves, obtain the current pedal stroke, determine the pedal braking force corresponding to the current pedal stroke based on the corresponding relationship between the pedal stroke and the braking force, and control the output braking force to be the pedal braking force.

[0073] In specific implementation, the vehicle moves and receives a braking force request during the process of increasing the output braking force, that is, the vehicle moves after the driver steps on the brake pedal. In this scenario, the output braking force is not controlled to decrease, nor is the output braking force controlled to increase according to the first pressure gradient.

[0074] The corresponding relationship between the pedal stroke and the braking force may be a pedal feel curve SF, and the braking force F corresponding to the pedal stroke S can be determined based on the pedal feel curve SF.

[0075] When the vehicle moves and a braking force request is received during the process of increasing the output braking force, the current pedal stroke S' is obtained, the pedal braking force F' corresponding to the current pedal stroke S' is determined based on the pedal feel curve SF, and the output braking force is controlled to be the pedal braking force F'.

[0076] Through the above scheme, when the vehicle moves and receives a braking force request during the process of increasing the output braking force, the output braking force is not controlled to be reduced, nor is the output braking force controlled to be increased according to the first pressurization gradient. The output braking force is controlled to be the pedal braking force corresponding to the current pedal stroke. The output braking force can be controlled according to the received braking force request to ensure the parking safety of the vehicle.

[0077] Alternatively, in step 1033, in response to determining that no braking force request is received when the vehicle moves and the output braking force is not reduced, the output braking force is controlled to increase according to a preset second pressurization gradient until a preset stop increase condition is met, at which time the output braking force is controlled to stop increasing.

[0078] In a specific implementation, the vehicle moves during the process of increasing the output braking force and does not receive a braking force request, that is, after the driver steps on the brake pedal, the vehicle moves without reducing the output braking force and without operating the pedal. In this scenario, the output braking force is controlled to increase according to the preset second pressure gradient until the preset stop increase condition is met and the output braking force is controlled to stop increasing.

[0079] Through the above scheme, when the vehicle moves and no braking force request is received during the process of increasing the output braking force, the output braking force is not controlled to be reduced, nor is the output braking force controlled to be increased according to the first pressurization gradient. The output braking force is controlled to increase according to the preset second pressurization gradient to ensure the parking safety of the vehicle.

[0080] In some embodiments, step 1033 includes:

[0081] Step 1033A, in response to determining that the vehicle switches from a moving state to a stopped state, and the stop time of the vehicle in the stopped state reaches a preset time threshold, controlling the output braking force to stop increasing.

[0082] In a specific implementation, when controlling the output braking force to increase according to the preset second pressure gradient, it is determined whether the vehicle switches from a moving state to a stopped state based on the slip rate of each wheel.

[0083] Determine whether the slip rate of each wheel is within a preset range. When the slip rate of at least one wheel is not within the preset range, determine that the vehicle is in a moving state. When the slip rate of each wheel is within the preset range, determine that the vehicle switches from the moving state to the stopped state.

[0084] When the vehicle is in a moving state, the output braking force is controlled to increase according to a preset second pressure gradient. When the vehicle switches from a moving state to a stopped state, the stop time of the vehicle in the stopped state is obtained, and when the stop time reaches a preset time threshold, the output braking force is controlled to stop increasing.

[0085] Alternatively, in step 1033B, in response to determining that the output braking force reaches a preset maximum braking force, the output braking force is controlled to stop increasing.

[0086] In specific implementation, the output braking force is controlled to increase according to the preset second pressure gradient, and it is determined whether the output braking force reaches the preset maximum braking force Pmax. When the output braking force reaches the preset maximum braking force Pmax, the output braking force is controlled to stop increasing.

[0087] Through the above scheme, when the vehicle switches from a moving state to a stopped state, or the output braking force reaches a preset maximum braking force, the output braking force is controlled to stop increasing, which can save energy to the greatest extent while ensuring the parking safety of the vehicle.

[0088] Through the above-mentioned embodiment, the vehicle is controlled to stop by outputting braking force, and it is determined whether a braking force request is received. When no braking force request is received, the output braking force is controlled to be reduced to the minimum braking force that keeps the vehicle in a stopped state according to a preset pressure relief gradient. In this way, by reducing the output braking force, the motor output power can be limited, thereby saving energy. By reducing the output braking force to the minimum braking force that keeps the vehicle in a stopped state, parking safety can be ensured while saving energy. When a braking force request is received, a first pressurization gradient is determined according to the braking force request, and the output braking force is controlled to increase according to the first pressurization gradient. In this way, by limiting the first pressurization gradient of the increase in the output braking force, the motor output power can be limited, thereby saving energy.

[0089] It should be noted that the embodiments of the present disclosure may be further described in the following manner:

[0090] Step 1: Before the vehicle stops, the output braking force is determined according to the pedal feel curve SF.

[0091] Step 2: After the vehicle stops, the minimum braking force Pmin and the maximum braking force Pmax are obtained by calibrating the table according to the current slope.

[0092] Step 3: Limit the output braking force to within the range corresponding to the minimum braking force Pmin and the maximum braking force Pmax in step 2.

[0093] Step 4: If the driver does not increase the braking force request for a period exceeding the preset calibrated time, the braking force pressure relief is output according to the preset pressure relief gradient, and the four-wheel speed signals of the vehicle are monitored at the same time.

[0094] Step 5, if during the pressure relief process of step 4, it is determined that the vehicle moves through the four-wheel speed of the vehicle, the pressure relief is stopped and the pressure is increased according to the preset second pressure gradient until the vehicle reaches a stopped state and continuously meets the preset time threshold, and the output braking force at this time is recorded and the minimum braking force Pmin is updated to the secondary value.

[0095] Step 6: If the vehicle does not move during the pressure relief process in step 4 until the output braking force drops to the minimum braking force Pmin, the output braking force is ultimately maintained at the minimum braking force Pmin after the pressure relief.

[0096] Step 7: If the driver steps on the brake pedal again after the vehicle stops, the first pressure gradient of the output braking force is limited to reduce the motor output power. The first pressure gradient is determined by looking up the table based on the driver's braking force request value and braking force request rate.

[0097] Step 8: If step 4 is satisfied, repeat steps 4 to 6.

[0098] Step 9: If the driver releases the braking force after stepping on the brake pedal, the release request rate of the output braking force is not limited.

[0099] Step 10: If the vehicle moves after the driver steps on the brake pedal, all the above-mentioned pressure reduction and pressure limiting actions will not be performed.

[0100] Step 11: If the driver steps on the brake pedal and the vehicle moves without pressure relief and without the driver operating the brake pedal, the braking force is automatically boosted according to the preset second pressure gradient until the vehicle stops moving or reaches the maximum braking force Pmax.

[0101] Through the above embodiments, under the braking condition, the dynamic output power and holding power of the motor are limited by limiting the minimum braking force, the maximum braking force and the second pressure gradient, so as to achieve the energy saving goal. The output braking force is automatically adjusted by monitoring the movement of the vehicle to ensure parking safety.

[0102] It should be noted that the method of the embodiment of the present disclosure can be performed by a single device, such as a computer or a server. The method of the present embodiment can also be applied in a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present disclosure, and the multiple devices will interact with each other to complete the described method.

[0103] It should be noted that the above describes some embodiments of the present disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0104] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a vehicle braking control device.

[0105] refer to Figure 2 , the vehicle braking control device comprises:

[0106] The judging module 201 is configured to control the vehicle to stop by outputting a braking force and judging whether a braking force request is received;

[0107] The first control module 202 is configured to, in response to determining that no braking force request is received, control the output braking force to be reduced according to a preset pressure relief gradient to a minimum braking force for keeping the vehicle in a stopped state;

[0108] The second control module 203 is configured to, in response to determining that a braking force request is received, determine a first pressurization gradient according to the braking force request, and control the output braking force to increase according to the first pressurization gradient.

[0109] In some embodiments, after controlling the vehicle to stop by outputting the braking force and before determining whether a braking force request is received, the determining module 201 further includes:

[0110] A slope acquisition unit, configured to acquire a current slope;

[0111] a braking force determination unit, configured to determine a minimum braking force and a maximum braking force corresponding to the current slope based on a correspondence between the slope and the braking force range;

[0112] The braking force control unit is configured to determine a preset braking force range based on the minimum braking force and the maximum braking force, and control the output braking force to be within the preset braking force range.

[0113] In some embodiments, the first control module 202 includes:

[0114] a vehicle movement determination unit configured to, in response to determining that no braking force request is received, control the output braking force to be reduced according to a preset pressure relief gradient, and determine whether the vehicle moves during the process of reducing the output braking force;

[0115] a braking force increasing control unit, configured to, in response to determining that the vehicle moves during the output braking force reduction process, control the output braking force to increase according to a preset second pressure gradient to a minimum braking force for keeping the vehicle in a stopped state;

[0116] The braking force reduction control unit is configured to control the output braking force to be reduced to a minimum braking force for keeping the vehicle in a stopped state in response to determining that the vehicle does not move during the reduction of the output braking force.

[0117] In some embodiments, the braking force increasing unit comprises:

[0118] a vehicle state determination subunit, configured to, in response to determining that the vehicle moves during the process of reducing the output braking force, control the output braking force to increase according to a preset second pressure gradient, and determine whether the vehicle switches from a moving state to a stopped state during the process of increasing the output braking force;

[0119] a stop time acquisition subunit, configured to acquire a stop time of the vehicle in the stop state in response to determining that the vehicle switches from a moving state to a stop state during the increase of the output braking force;

[0120] The braking force stop increasing subunit is configured to control the output braking force to stop increasing in response to determining that the stop duration reaches a preset duration threshold, and obtain the output braking force at the current moment, and use the output braking force at the current moment as the updated minimum braking force.

[0121] In some embodiments, the second control module 203 includes:

[0122] an acquisition unit configured to acquire a braking force request value and a braking force request rate;

[0123] The first pressurization gradient determination unit is configured to determine a first pressurization gradient based on the braking force request value and the braking force request rate.

[0124] In some embodiments, during the process of increasing the output braking force, the second control module 203 further includes:

[0125] The pedal braking force control unit is configured to receive a request for releasing the braking force during the process of increasing the output braking force, obtain the current pedal stroke, determine the pedal braking force corresponding to the current pedal stroke based on the corresponding relationship between the pedal stroke and the braking force, and control the output braking force to be the pedal braking force.

[0126] In some embodiments, during the process of increasing the output braking force, the second control module 203 further includes:

[0127] a braking force request determination unit configured to determine whether the vehicle moves during the process of increasing the output braking force, and to determine whether a braking force request is received when the vehicle moves;

[0128] a pedal braking force control unit configured to, in response to determining that a braking force request is received when the vehicle moves, obtain a current pedal stroke, determine the pedal braking force corresponding to the current pedal stroke based on a correspondence between the pedal stroke and the braking force, and control the output braking force to be the pedal braking force; or,

[0129] The braking force increase control unit is configured to control the output braking force to increase according to a preset second pressurization gradient in response to determining that no braking force request is received when the vehicle moves and the output braking force is not reduced, until the output braking force stops increasing when a preset stop increase condition is met.

[0130] In some embodiments, the braking force increasing control unit includes:

[0131] a first braking force stopping increasing subunit, configured to control the output braking force to stop increasing in response to determining that the vehicle switches from a moving state to a stopped state and the stopping time of the vehicle in the stopped state reaches a preset time threshold;

[0132] or,

[0133] The second braking force increase stopping subunit is configured to control the output braking force to stop increasing in response to determining that the output braking force reaches a preset maximum braking force.

[0134] For the convenience of description, the above device is described by dividing it into various modules according to its functions. Of course, when implementing the present disclosure, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0135] The device of the above embodiment is used to implement the corresponding vehicle braking control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0136] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the vehicle braking control method described in any of the above embodiments is implemented.

[0137] Figure 3 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0138] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0139] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0140] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0141] The communication interface 1040 is used to connect a communication module (not shown in the figure) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB (Universal Serial Bus), network cable, etc.), or through a wireless mode (such as mobile network, WIFI (Wireless Fidelity), Bluetooth, etc.).

[0142] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0143] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0144] The electronic device of the above embodiment is used to implement the corresponding vehicle braking control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0145] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle braking control method described in any of the above embodiments.

[0146] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0147] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the vehicle braking control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0148] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the vehicle braking control device, or electronic device, or storage medium in the above-mentioned embodiments, and the vehicle equipment implements the vehicle braking control method described in any of the above embodiments.

[0149] The vehicle of the above-mentioned embodiment is used to implement the vehicle braking control method described in any of the above-mentioned embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0150] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present disclosure is limited to these examples. Based on the concept of the present disclosure, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present disclosure as described above, which are not provided in detail for the sake of simplicity.

[0151] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present disclosure difficult to understand, the known power / ground connections to the integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present disclosure difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present disclosure will be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it is apparent to those skilled in the art that the embodiments of the present disclosure can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0152] Although the present disclosure has been described in conjunction with specific embodiments of the present disclosure, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0153] The embodiments of the present disclosure are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present disclosure. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A method for controlling vehicle braking, characterized in that: The method comprises: Controlling the vehicle to stop by outputting braking force and determining whether a braking force request is received; In response to determining that no braking force request is received, controlling the output braking force to decrease according to a preset pressure relief gradient to a minimum braking force for keeping the vehicle in a stopped state; In response to determining that a braking force request is received, a first pressure gradient is determined according to the braking force request, and the output braking force is controlled to increase according to the first pressure gradient.

2. The method according to claim 1, characterized in that After controlling the vehicle to stop by outputting the braking force and before determining whether a braking force request is received, the method further includes: Get the current slope; Based on the corresponding relationship between the slope and the braking force range, determining the minimum braking force and the maximum braking force corresponding to the current slope; Based on the minimum braking force and the maximum braking force, a preset braking force range is determined, and the output braking force is controlled to be within the preset braking force range.

3. The method according to claim 1, characterized in that In response to determining that no braking force request is received, controlling the output braking force to decrease according to a preset pressure relief gradient to a minimum braking force for keeping the vehicle in a stopped state includes: In response to determining that no braking force request is received, controlling the output braking force to be reduced according to a preset pressure relief gradient, and determining whether the vehicle moves during the process of reducing the output braking force; In response to determining that the vehicle moves during the process of reducing the output braking force, controlling the output braking force to increase according to a preset second pressure gradient to a minimum braking force for keeping the vehicle in a stopped state; In response to determining that the vehicle is not moving during the reduction of the output braking force, the output braking force is controlled to be reduced to a minimum braking force for keeping the vehicle in a stopped state.

4. The method according to claim 3, characterized in that In response to determining that the vehicle moves during the process of reducing the output braking force, controlling the output braking force to increase according to a preset second pressure gradient to a minimum braking force for keeping the vehicle in a stopped state includes: In response to determining that the vehicle moves during the process of reducing the output braking force, controlling the output braking force to increase according to a preset second pressure gradient, and determining whether the vehicle switches from a moving state to a stopped state during the process of increasing the output braking force; In response to determining that the vehicle switches from a moving state to a stopped state during the process of increasing the output braking force, obtaining a stop time length of the vehicle in the stopped state; In response to determining that the stop duration reaches a preset duration threshold, the output braking force is controlled to stop increasing, and the output braking force at a current moment is obtained, and the output braking force at the current moment is used as the updated minimum braking force.

5. The method according to claim 1, characterized in that The determining a first pressurization gradient according to the braking force request includes: Obtaining a braking force request value and a braking force request rate; Based on the braking force request value and the braking force request rate, a first pressurization gradient is determined.

6. The method according to claim 1, characterized in that The process of increasing the output braking force further includes: During the process of increasing the output braking force, a request for releasing the braking force is received, the current pedal stroke is obtained, the pedal braking force corresponding to the current pedal stroke is determined based on the corresponding relationship between the pedal stroke and the braking force, and the output braking force is controlled to be the pedal braking force.

7. The method according to claim 1, characterized in that The process of increasing the output braking force further includes: determining that the vehicle moves during the process of increasing the output braking force, and determining whether a braking force request is received when the vehicle moves; In response to determining that a braking force request is received when the vehicle moves, a current pedal stroke is acquired, a pedal braking force corresponding to the current pedal stroke is determined based on a correspondence between the pedal stroke and the braking force, and the output braking force is controlled to be the pedal braking force; or, In response to determining that no braking force request is received when the vehicle moves and the output braking force is not reduced, the output braking force is controlled to increase according to a preset second pressurization gradient until a preset stop increase condition is met and the output braking force is controlled to stop increasing.

8. The method according to claim 7, characterized in that The step of controlling the output braking force to stop increasing until a preset stop increase condition is met includes: In response to determining that the vehicle switches from a moving state to a stopped state, and the stopping time of the vehicle in the stopped state reaches a preset time threshold, controlling the output braking force to stop increasing; or, In response to determining that the output braking force reaches a preset maximum braking force, the output braking force is controlled to stop increasing.

9. An electronic device, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory and running on the processor, wherein when the processor executes the program, the method according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: An electronic device comprising the electronic device described in claim 9.

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