Driving assistance system, and brake control apparatus and brake control method thereof

Abstract

A driving assistance system for a vehicle, and a brake control apparatus and a brake control method thereof are provided. The brake control apparatus includes: an acquisition module configured to acquire first sensor information and / or second sensor information, the first sensor information being information from a first sensor in direct signal connection with or powered by a brake system of a vehicle, the second sensor information being information from a second sensor in direct signal connection with or powered by the brake system; the second sensor information refers to information from a second sensor which is not in direct signal connection with the braking system and is not powered by the braking system; a calculation module configured to calculate a brake amplification coefficient for open-loop amplification control based on the acquired first sensor information and / or second sensor information; and the determining module is configured to determine a target braking parameter based on the calculated braking amplification coefficient, so that an actuator of the vehicle executes vehicle braking according to the target braking parameter.

Description

Technical Field

[0001] The present invention generally relates to the technical field of vehicle brake control. Specifically, the present invention relates to a driving assistance system and a brake control device thereof. The present invention also relates to a corresponding brake control method. Background Art

[0002] When the electronic brake booster function of the vehicle's brake system fails, the driver usually needs to apply a much greater pedal force than usual to achieve the desired vehicle braking. In response to this, the prior art proposes to use electronic control to amplify the driver's pedal force to reduce the driver's burden. However, considering the vehicle stability, such a brake booster function is often limited due to the loss of sensor signals of important sensors in the brake system or actuator failure. Summary of the invention

[0003] In view of the above-mentioned problems in the background technology, one aspect of the present invention provides a braking control device for a vehicle, comprising: an acquisition module, configured to acquire first sensor information and / or second sensor information, the first sensor information refers to information from a first sensor that is directly signal-connected to a braking system of the vehicle or powered by the braking system, and the second sensor information refers to information from a second sensor that is not directly signal-connected to the braking system and is not powered by the braking system; a calculation module, configured to calculate a braking amplification factor for open-loop amplification control based on the acquired first sensor information and / or second sensor information; and a determination module, configured to determine a target braking parameter based on the calculated braking amplification factor, so that the vehicle's actuator performs vehicle braking according to the target braking parameter.

[0004] Another aspect of the present invention provides a driving assistance system for a vehicle, comprising: a first sensor, which is directly connected to the vehicle's braking system by signal or powered by the braking system, and is used to provide first sensor information; a second sensor, which is not directly connected to the braking system by signal and is not powered by the braking system, and is used to provide second sensor information; and a braking control device as described above, which is used to calculate a braking amplification factor for open-loop amplification control based on the first sensor information and / or the second sensor information, and determine a target braking parameter based on the braking amplification factor.

[0005] Another aspect of the present invention provides a braking control method for a vehicle, comprising: acquiring first sensor information and / or second sensor information, the first sensor information being information from a sensor that is directly connected to a braking system of the vehicle or powered by the braking system, and the second sensor information being information from a sensor that is not directly connected to the braking system and is not powered by the braking system; calculating a braking amplification factor for open-loop amplification control based on the acquired first sensor information and / or second sensor information; and determining a target braking parameter based on the calculated braking amplification factor so that the actuator of the vehicle performs vehicle braking according to the target braking parameter. Optionally, the method can be performed by a braking control device as described above or by a driving assistance system as described above.

[0006] According to another aspect of the present invention, a machine-readable storage medium is provided, which stores executable instructions. When the instructions are executed, one or more processors are enabled to perform the brake control method as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] A more complete understanding of the described embodiments of the present invention may be obtained by referring to the following detailed description taken in conjunction with the accompanying drawings.

[0008] Figure 1 is a schematic diagram of a driving assistance system according to an embodiment of the present invention.

[0009] Figure 2-Figure 5 yes Figure 1 Some embodiments of the driving assistance system.

[0010] Figure 6 is a flowchart of a braking control method according to an embodiment of the present invention.

[0011] Figure 7 Shows Figure 6 An embodiment of the main steps of the method.

[0012] Figure 8 Shows Figure 6 Another embodiment of the main steps of the method.

[0013] Fig. 9 Shows Figure 8 The principle of the embodiments in FIG. DETAILED DESCRIPTION

[0014] Overview

[0015] The embodiments of the present invention relate to a technical solution for vehicle braking control, which can provide the vehicle with an optimal braking control strategy for various situations when the vehicle's electronic brake boost capability is degraded or lost, thereby providing a very friendly driving experience for vehicle users.

[0016] The embodiments of the present invention are particularly suitable for a "one-box" integrated brake control system with a high degree of integration.

[0017] Embodiments of the present invention are particularly advantageous for electric vehicles, which are usually heavy due to the batteries they carry, and thus have a large inertia, making it difficult to brake (stop) the vehicle. Embodiments of the present invention can provide effective vehicle deceleration based on vehicle parameters and the braking performance of the vehicle.

[0018] According to an embodiment of the present invention, when the brake boost function of the vehicle is degraded or lost, the brake amplification factor is calculated based on the internal sensor information measured by the internal sensor and / or the external sensor information measured by the external sensor, and the target brake parameter is determined based on the brake amplification factor, so that the actuator of the vehicle performs the corresponding brake control according to the target brake parameter. Therefore, even if the vehicle is in an electronic brake boost function failure state where the brake boost function is lost or limited, the brake control suitable for the current electronic brake boost function failure scenario can be achieved through such open-loop amplification.

[0019] Here, "internal sensor" refers to a sensor that is directly connected to the vehicle brake system ECU or is directly powered by the vehicle brake system. Internal sensors include, for example, one or more of a brake pedal travel sensor, a brake master cylinder pressure sensor, and a wheel speed sensor. In some places in the text, the content sensor is also referred to as the first sensor.

[0020] It should be noted that the "internal" in "internal sensor" is not intended to limit the physical location of the sensor relative to the vehicle brake system, but rather to define the relationship between the sensor and the vehicle brake system in terms of signal connection and power supply. For example, from a physical location point of view, an internal sensor can be located inside or outside the vehicle brake system.

[0021] “Internal sensor information” refers to information measured by an internal sensor or information calculated based on information measured by an internal sensor. In some places in this document, the internal sensor information is also described as first sensor information.

[0022] "External sensor" refers to a sensor that is not directly connected to the vehicle brake system ECU (for example, the information measured by the external sensor is transmitted to the vehicle brake system ECU via the vehicle bus) and is not directly powered by the vehicle brake system. External sensors include, for example, one or more of a motor speed sensor, a brake pedal position sensor, a brake light switch, and a vehicle body longitudinal acceleration sensor. In some places in this document, the external sensor is also referred to as a second sensor.

[0023] “External sensor information” is information measured by an external sensor or information calculated based on information measured by an external sensor. The external sensor information includes, for example, one or more of the following: a weather forecast from a weather server, a road friction coefficient map from a cloud server, and rainfall from a rain sensor. In some places in this document, the external sensor information is also referred to as second sensor information.

[0024] It should be noted that some examples of internal sensors and external sensors are given above only by way of example. These sensors may become the opposite category due to changes in the vehicle system architecture, that is, the sensors exemplified as internal sensors above may also become external sensors, and vice versa.

[0025] In addition, the above control strategy for calculating the brake amplification factor is an open-loop control strategy. According to an embodiment of the present invention, the open-loop brake control can also be combined with a closed-loop brake control (e.g., a comfort parking function) to obtain an optimized brake amplification factor, thereby further improving vehicle stability and comfort during braking.

[0026] Exemplary Systems

[0027] Figure 1 The driving assistance system 100 (hereinafter referred to as the system 100) according to one embodiment of the present invention is schematically shown, which is arranged on a vehicle and can therefore be referred to as a vehicle-mounted system. Figure 1 As shown, the system 100 includes a sensor device 10 and a brake control device 20 .

[0028] The sensor device 10 may be implemented as an internal sensor that outputs internal sensor information (the internal sensor may include one or more internal sensors) and / or an external sensor that outputs external sensor information (the external sensor may include one or more external sensors). The sensor device 10 transmits the internal sensor information and / or the external sensor information to the brake control device 20.

[0029] The brake control device 20 calculates a brake amplification factor based on the internal sensor information and / or the external sensor information from the sensor device 10 and determines a target brake parameter according to the calculated brake amplification factor.

[0030] Here, the target braking parameter is a parameter that can achieve the target braking assistance determined according to the braking amplification factor, which can have multiple parameters, which are respectively implemented by corresponding actuators. For example, the target braking parameter is the target value of the vehicle drive motor feedback torque (Target generator torque), which is particularly suitable for electric vehicles or hybrid vehicles. Alternatively, the target braking parameter can also be one of the following: the target value of the engine torque, the target gear state, the target clutch state, the target value of the wheel torque, the target value of the starter torque, the target steering angle, the target value of the steering wheel steering torque, the target value of the driving torque of the motor in the transmission system, and the target value of the recovery torque.

[0031] In one embodiment, the brake control device 20 includes: an acquisition module 21 for acquiring internal sensor information and / or external sensor information, a calculation module 22 for calculating the brake amplification factor, and a determination module 23 for determining the target brake parameter. These modules can be implemented in software or hardware or a combination of software and hardware. For the hardware-implemented part, it can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, electronic units designed to perform their functions, or combinations thereof. For the software-implemented part, it can be implemented with the help of microcodes, program codes, or code segments, and they can also be stored in machine-readable storage media such as storage components.

[0032] The naming of these modules should be understood as a logical (functional) description, and should not be understood as a limitation on the physical location. For example, they can be implemented on the same circuit or the same chip, or on multiple circuits or multiple chips. According to different scenarios of failure of the electronic brake booster function, the brake control device 20 can be implemented in different electronic control units in the vehicle. For example, the brake control device 20 can be implemented in the brake system ECU or in the vehicle controller (VCU).

[0033] Below, refer to Figure 2 to Figure 5 Some examples of system 100 are introduced.

[0034] Figure 2 Shows Figure 1The system 100 in this example is applicable to such a scenario where the electronic brake booster function fails: the brake system ECU fails and needs to rely on another ECU on the vehicle (i.e., an ECU other than the brake system ECU) to execute the brake control strategy according to the embodiment of the present invention. In this scenario where the electronic brake booster function fails, the brake booster function of the brake system is completely lost. The system 100 in this example is suitable for performing open-loop brake control.

[0035] like Figure 2 As shown, the sensor device 10 of the system 100 includes one or more external sensors, which output external sensor information. The external sensor is transmitted to the brake control device 20 via the vehicle bus (BUS). The brake control device 20 is set in the vehicle controller (VCU) of the vehicle. The brake control device 20 determines the target braking parameters based on the external sensor information. The brake control device 20 can be respectively connected to the brake system 200 and the power system 300 of the vehicle in communication to exchange information with them. For example, the brake control device 20 receives information indicating that the brake system ECU has a fault from the brake system 200. The brake control device 20 transmits the determined target braking parameters to the power system 300.

[0036] Figure 3 Another example of the system 100 is shown. The system 100 of this example is applicable to such a scenario where the electronic brake booster function fails: the brake control strategy according to an embodiment of the present invention can be executed in the brake system ECU. In this scenario where the electronic brake booster function fails, the brake booster function of the brake system is degraded. The system 100 of this example is suitable for performing open-loop brake control.

[0037] like Figure 3 As shown, the sensor device 10 of the system 100 includes one or more internal sensors, which output internal sensor information. The internal sensor information is directly transmitted from the sensor device 10 to the brake control device 20 without being transmitted via the vehicle bus. The brake control device 20 determines the target braking parameter based on the internal sensor information. The internal sensor can be a sensor for obtaining the driver's braking intention, for example, a brake pedal travel sensor, a pressure sensor coupled to the brake pedal or the accelerator pedal. In this embodiment, the sensor device 10 and the brake control device 20 can both be arranged in the braking system 200 of the vehicle. The brake control device 20 transmits the determined target braking parameter to the vehicle controller VCU, and then the VCU transmits the target braking parameter to the powertrain 300.

[0038] Figure 4 Shows Figure 1 Another example of the system 100 in FIG. Figure 2The scenario of combining open-loop braking control with closed-loop braking control (CLC) in the embodiment. The closed-loop braking control is executed in the VCU, for example. The closed-loop braking control can be a comfort parking control or other closed-loop braking control. The present invention does not limit the specific functions implemented by the closed-loop braking control. In this embodiment, the closed-loop braking control can provide an adjustment reference value for adjusting the braking amplification factor obtained by the open-loop braking control, thereby optimizing the braking amplification factor.

[0039] Figure 5 Shows Figure 1 Another example of the system 100 in FIG. Figure 3 The scenario of combining open-loop braking control with closed-loop braking control (CLC) in the embodiment. The closed-loop braking control is executed in the VCU, for example. The closed-loop braking control can be a comfort parking control or other closed-loop braking control. The present invention does not limit the specific functions implemented by the closed-loop braking control. In this embodiment, the closed-loop braking control can provide an adjustment reference value for adjusting the braking amplification factor obtained by the open-loop braking control, thereby optimizing the braking amplification factor.

[0040] Exemplary Methods

[0041] Based on the introduction of the above exemplary system, exemplary methods are now introduced. These methods can be performed using the above system 100, and can also be performed using the above brake control device 20, so the above descriptions of the system 100 and the brake control device 20 are also applicable here. It should be understood that the operations (steps) involved in the following methods do not have to be performed in the exact order described. Instead, multiple operations can be handled in different orders or simultaneously, and operations can be added or omitted.

[0042] Figure 6 A braking control method 600 according to an embodiment of the present invention is shown. The following description is made by taking the braking control device 20 to implement the method 600 as an example. The method 600 can provide a braking control strategy suitable for the current electronic brake booster function failure scenario when the vehicle is in a variety of electronic brake booster function failure scenarios (for example, the vehicle's brake booster function is completely lost or degraded), thereby fully ensuring the stability of the vehicle during braking.

[0043] See also Figure 6 , in block 610 , the acquisition module 21 acquires first sensor information from an internal sensor and / or second sensor information from an external sensor.

[0044] In block 620 , the calculation module 22 calculates a brake amplification factor based on the acquired first sensor information and / or second sensor information. The brake amplification factor is used to provide brake assistance to the vehicle when the electronic brake assistance function of the vehicle fails.

[0045] In block 630 , the determination module 23 determines a target braking parameter based on the calculated braking amplification factor. Examples of the target braking parameter can be found in the above description.

[0046] In different scenarios where the electronic brake booster function fails, the calculation of the brake amplification factor in block 620 is based on different factors. Some examples of block 620 are described below.

[0047] Figure 7 is a flow chart of an exemplary method 700 for implementing block 620. The method 700 is applicable to Figure 2 The electronic brake booster function failure scenario shown can be Figure 2 The system architecture shown is executed. In this embodiment, the acquisition module 21 can only obtain external sensor information, but cannot obtain internal sensor information related to the driver's braking intention. In this case, the braking control of the vehicle is determined based on environmental factors such as weather and road conditions, with the premise of ensuring vehicle stability.

[0048] It is worth noting that the driver can directly feel the stability of the vehicle and take corresponding actions. For example, when the driver feels that the vehicle is vibrating due to stepping on the brake pedal or the accelerator pedal too vigorously, the driver will instinctively release the brake pedal or the accelerator pedal. However, in this case, the sensor information that can express the driver's feeling of vehicle stability and the sensor information that can express the braking intention are lost. Therefore, the vehicle braking control strategy in this case includes determining the adjustable range of the brake amplification factor (that is, determining the maximum and minimum values ​​of the brake amplification factor) and adjusting the brake amplification factor within this range to fully ensure vehicle stability.

[0049] See also Figure 7 In block 710, the calculation module 22 calculates the maximum and minimum values ​​of the braking amplification factor based on at least one of the following factors:

[0050] -Vehicle stability performance under various road friction conditions;

[0051] - Vehicle stability in various weather conditions; and

[0052] -The weight of the vehicle.

[0053] An embodiment of block 710 is described below by way of example.

[0054] In one embodiment, the calculation module 22 determines the possible minimum value of the brake amplification factor for a low road friction coefficient (e.g., the minimum friction coefficient among possible multiple road friction coefficients). This determination can be achieved by such a vehicle test: detecting the stability of the vehicle's deceleration under low road friction and without activating the stability system, and determining the value of the brake amplification factor corresponding to the maximum deceleration allowed in this case as the above possible minimum value. Similarly, the calculation module 22 determines the possible maximum value of the brake amplification factor for a high road friction coefficient (e.g., the maximum friction coefficient among possible multiple road friction coefficients). This determination can be achieved by such a vehicle test: detecting the stability of the vehicle's deceleration under low road friction and without activating the stability system, and determining the value of the brake amplification factor corresponding to the maximum deceleration allowed in this case as the above possible maximum value. In this embodiment, the calculation module 22 also determines the stability of deceleration in various severe weather conditions (e.g., heavy rain, heavy snow, hail) without activating the stability system, and obtains the possible minimum value and possible maximum value of the brake amplification factor corresponding to the maximum deceleration allowed in these conditions. Next, the calculation module 22 determines the maximum and minimum values ​​of the brake amplification factor based on the multiple possible maximum values ​​and multiple possible minimum values ​​of the brake amplification factor determined above and the vehicle weight. For example, the calculation module 22 first determines the minimum value among the multiple possible maximum values ​​and the maximum value among the multiple possible minimum values ​​(such an approach can ensure the stability of the vehicle under various circumstances), and then makes appropriate adjustments according to the vehicle weight (taking into account that the heavier the vehicle, the more difficult it is to stop the vehicle), thereby obtaining the maximum and minimum values ​​of the adjustable range of the brake amplification factor.

[0055] It is understandable that the maximum and minimum values ​​of the brake amplification factor are related to vehicle kinematic parameters and dynamic parameters, and therefore may vary from vehicle to vehicle.

[0056] In box 720, the computing module 22 identifies the current scene condition expressed by the external sensor information, and determines a value of the braking amplification factor suitable for the current scene condition within the adjustable range of the braking amplification factor.

[0057] An embodiment of block 720 is described below by way of example.

[0058] In one embodiment (frame 721), the calculation module 22 determines the braking amplification factor as its minimum value or maximum value according to the identified current scene condition. That is, in this embodiment, only the minimum value or the maximum value of the braking amplification factor is used, and the intermediate value between them is not used. The advantage of such processing is that the calculation is simple and the operation speed is fast. It can be determined by means of a state machine: which of the maximum value and the minimum value of the braking amplification factor to use. The maximum value and the minimum value of the braking amplification factor are used as two states of the state machine, and the identified current scene condition is used as a trigger condition.

[0059] For example, the minimum value of the brake boost factor is triggered when at least one of the following situations is detected:

[0060] - The friction coefficient of the current driving road is less than a low friction coefficient threshold (the low friction coefficient threshold is pre-set and can be adjusted according to the specific application scenario);

[0061] - The current weather condition is rain and snow and the temperature is less than a low temperature threshold (the low temperature threshold is pre-set and can be adjusted according to the specific application scenario); and

[0062] - External sensor degradation.

[0063] For example, the maximum value of the brake boost factor is triggered when at least one of the following situations is detected:

[0064] - The friction coefficient of the current driving road is greater than a high friction coefficient threshold (the high friction coefficient threshold is pre-set and can be adjusted according to the specific application scenario); and

[0065] - The current weather condition is sunny and the temperature is greater than a high temperature threshold (the high temperature threshold is pre-set and can be adjusted according to the specific application scenario).

[0066] It can be understood that some examples of trigger conditions are given above, and according to the embodiments of the present invention, customized trigger conditions according to specific scenarios may also be included.

[0067] In another embodiment (frame 722), the calculation module 22 determines multiple values ​​of the braking amplification factor between the maximum value and the minimum value of its adjustable range, for example, high (maximum value or a value slightly less than the maximum value), medium (middle value of the adjustable range), and low (minimum value or a value slightly less than the minimum value). Similarly, it is also possible to determine which value of the multiple values ​​of the braking amplification factor to use with the aid of a state machine. The multiple values ​​of the braking amplification factor are used as multiple states of the state machine, and the identified current scene condition is used as a trigger condition. The specific implementation method can refer to the description of frame 721 and will not be repeated.

[0068] In yet another embodiment (block 723), the computing module 22 determines an adjustment unit for adjusting the braking amplification factor, that is, an adjustment amount for each adjustment of the value of the braking amplification factor. For example, the default value of the braking amplification factor is set to the minimum value of its adjustable range, and the braking amplification factor is adjusted once or multiple times using the adjustment unit according to the identified current scene conditions.

[0069] Figure 8 is a flow chart of another exemplary method 800 for implementing block 620. The method 800 is applicable to Figure 3The electronic brake booster function failure scenario shown in FIG. Figure 3 The system architecture shown is executed. In this embodiment, the acquisition module 21 can only obtain the internal sensor information related to the driver's braking intention. In this case, the braking control of the vehicle is determined based on the driver's braking intention on the premise of ensuring the stability of the vehicle.

[0070] It is worth noting that in this embodiment, the adjustable range of the brake amplification factor is not limited, that is, its maximum and minimum values ​​are not calculated, but the driver's braking intention is fully considered. Once the driver inputs the accelerator pedal or the brake pedal, the calculation module 22 immediately responds to the driver's input and makes corresponding adjustments to the brake amplification factor.

[0071] It is worth noting that the driver can directly feel the stability of the vehicle and take corresponding actions. For example, when the driver feels the vehicle vibrates due to stepping on the brake pedal or the accelerator pedal too vigorously, the driver will instinctively release the brake pedal or the accelerator pedal. Therefore, when the internal sensor information expressing the driver's input operation can be obtained, it is a feasible implementation method to make corresponding adjustments to the brake amplification factor in response to the driver's input.

[0072] See also Figure 8 In box 810, the computing module 22 determines the driver's braking intention based on the internal sensor information, for example, the driver's brake pedal force is obtained based on the internal sensor information, and the magnitude of the force can indicate whether the driver's braking intention is strong, medium, or weak.

[0073] In block 820, the calculation module 22 determines the value of the corresponding brake amplification factor according to the determined braking intention of the driver. In general, the value of the brake amplification factor increases as the braking intention of the driver increases, and decreases as the braking desire of the driver decreases.

[0074] In one embodiment, the value of the brake amplification factor can be determined by means of a curve graph. It is understood that the curve graph can be pre-generated and stored in a storage device (not shown) of the vehicle so as to be called when needed. The curve graph can also be generated in real time by the calculation module 22.

[0075] Fig. 9 An example of a graph showing the braking amplification factor. Fig. 9, wherein the horizontal axis (x-axis) represents the brake pedal force, and the vertical axis (y-axis) represents the target deceleration of the vehicle or the target value of the drive motor feedback torque. The slope of the black oblique line represents the brake amplification factor (for example, the brake amplification factor = wheel-end equivalent hydraulic braking force / pedal force, that is, the slope of the black oblique line can be used to express the brake amplification factor). The value of the brake amplification factor can increase as the brake pedal force increases (that is, indicating that the driver's braking intention becomes stronger). For example, multiple oblique lines with different slopes can be pre-stored. The stronger the driver's braking intention, the greater the slope of the oblique line. Another example is that the stronger the driver's braking intention, the greater the slope of the oblique line generated.

[0076] In addition, the starting point TH of the oblique line on the x-axis is set. The starting point TH represents the minimum brake pedal force that triggers the amplification strategy. It is advantageous to set the minimum brake pedal force to a value greater than zero, so as to avoid instability problems caused by pedal vibration or sensor detection errors.

[0077] Understandably, Fig. 9 The horizontal axis in may also be alternatively implemented as other parameters that express the driver's braking intention, such as the displacement of the brake pedal, the pressure of a pressure sensor coupled to the brake pedal, and so on.

[0078] In one embodiment, how to amplify (how much to amplify) the driver's braking intention (braking request) is adjustable. In other words, the slope of the oblique line can be adjusted according to at least one of the following factors (see Fig. 9 The gray dashed line in the figure):

[0079] - Factor 1: the driver's ability to control vehicle stability when the vehicle tends to be unstable (for example, the ability can be scored based on the driver's historical operation data to obtain a quantitative expression of the ability);

[0080] as well as

[0081] - Factor 2: The driver's expectation of comfort during vehicle braking (for example, the vehicle's HMI is provided with a plurality of comfort level selection buttons, and the driver can select the desired comfort level by pressing the selection button or by voice input, so that the degree of brake amplification that matches the driver's comfort expectation is considered in determining the brake amplification factor).

[0082] In this embodiment, a table can be prepared in advance, which contains multiple combinations of the above two factors (i.e., factor 1 and factor 2) and corresponding brake amplification factors. For example, the driving ability (factor 1) is divided into multiple grades according to the score range, and the expectation (factor 2) is divided into two grades of strong and weak, or divided into three grades of strong, medium and weak. The multiple grades of driving ability and the multiple grades of expectations are combined in multiple ways, and the corresponding brake amplification factors of various combinations are given. The corresponding brake amplification factors of various combinations can be determined based on actual vehicle tests and / or model calculations. The present invention does not limit how to determine the score of the driver's driving ability and how to determine the degree of the driver's expectation of comfort.

[0083] For clarity, some combinations and corresponding examples of brake amplification factors are listed in the following Table 1, where the first column indicates the score range of the driver's driving ability, the second column indicates the driver's expectation of comfort, and the third column indicates the brake amplification factor (here, the specific values ​​of the brake amplification factor are not listed, F1-F6 represent 6 different values ​​of the brake amplification factor).

[0084] Table 1

[0085] Driving ability expect Braking amplification factor 80-100 points powerful F1 80-100 points weak F2 60-80 points powerful F3 60-80 points weak F4 Less than 60 points powerful F5 Less than 60 points weak F6

[0086] It can be understood that, similar to the above embodiments, the determination of the value of the brake amplification factor is related to the kinematic parameters and dynamic parameters of the vehicle, and therefore may vary from vehicle to vehicle.

[0087] According to an embodiment of the present invention, a braking control strategy combining open-loop amplification control and closed-loop amplification control is also provided. It is worth noting that the closed-loop amplification control is suitable for combining with the above-mentioned open-loop amplification control based on external sensor information, and is also suitable for combining with the above-mentioned open-loop amplification control based on internal sensor information, so as to optimize the open-loop braking amplification factor.

[0088] In one embodiment, the above open-loop amplification control based on external sensor information can be combined with closed-loop amplification control. The control strategy of this embodiment can be adopted Figure 4The system architecture shown in FIG. 1 is implemented. In this embodiment, the closed-loop brake control (e.g., the comfort parking function) provides an auxiliary brake amplification factor, which is used for the adjustment reference value of the open-loop brake amplification factor obtained based on the external sensor information. For example, when the auxiliary brake amplification factor is smaller than the open-loop brake amplification factor, the open-loop brake amplification factor is adjusted in a decreasing direction. The open-loop brake amplification factor can be reduced to: the arithmetic mean or weighted average of the two amplification systems. Conversely, when the auxiliary brake amplification factor is larger than the open-loop brake amplification factor, the open-loop brake amplification factor is adjusted in an increasing direction. The open-loop brake amplification factor can be increased to: the arithmetic mean or weighted average of the two amplification systems.

[0089] In another embodiment, the above open-loop amplification control based on internal sensor information can be combined with closed-loop amplification control. The control strategy of this embodiment can be adopted Figure 5 The system architecture shown in FIG. 1 is implemented. In this embodiment, the closed-loop brake control (e.g., the comfort parking function) provides an auxiliary brake amplification factor, which is used for the adjustment reference value of the open-loop brake amplification factor obtained based on the external sensor information. For example, when the auxiliary brake amplification factor is smaller than the open-loop brake amplification factor, the open-loop brake amplification factor is adjusted in a decreasing direction. The open-loop brake amplification factor can be reduced to: the arithmetic mean or weighted average of the two amplification systems. Conversely, when the auxiliary brake amplification factor is larger than the open-loop brake amplification factor, the open-loop brake amplification factor is adjusted in an increasing direction. The open-loop brake amplification factor can be increased to: the arithmetic mean or weighted average of the two amplification systems.

[0090] According to an embodiment of the present invention, in a scenario where the electronic brake booster function fails and both internal sensor information and external sensor information can be obtained, the following braking control strategy can be adopted. The calculation module 22 calculates a first braking amplification factor based on the internal sensor information, and calculates a second braking amplification factor based on the external sensor information. The priority of the first braking amplification factor is higher than the second braking amplification factor. For example, if the braking manipulation based on the first braking amplification factor can stabilize the vehicle during the braking process, the first braking amplification factor is adopted and the second braking amplification factor is ignored. If the braking manipulation based on the first braking amplification factor causes the vehicle to be unstable during the braking process, the braking amplification factor used for braking amplification is determined based on the first braking amplification factor and the second braking amplification factor to stabilize the vehicle during the braking process. For example, the arithmetic mean or weighted mean of the first braking amplification factor and the second braking amplification factor is calculated as the braking amplification factor used for braking amplification.

[0091] Such a braking control strategy is advantageous because it not only gives priority to satisfying the driver's braking intention, but also fully ensures the braking stability in the current scenario.

[0092] The present invention also provides a machine-readable storage medium storing executable instructions, which, when executed, enable one or more processors to perform the above brake control method.

[0093] It is to be understood that the modules described above can be implemented in various ways. These modules can be implemented as hardware, software, or a combination thereof. In addition, any module in these modules can be further divided into submodules or combined together in terms of function.

[0094] It is to be understood that software should be broadly considered to represent instructions, instruction sets, codes, code segments, program codes, programs, subroutines, software modules, applications, software applications, software packages, routines, subroutines, objects, running threads, processes, functions, etc. Software can reside in a computer-readable medium. A computer-readable medium can include, for example, a memory, which can be, for example, a magnetic storage device (e.g., a hard disk, a floppy disk, a magnetic stripe), an optical disk, a smart card, a flash memory device, a random access memory (RAM), a read-only memory (ROM), a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), a register, or a removable disk. Although the memory is shown as being separated from the processor in the various aspects provided in the present disclosure, the memory can also be located inside the processor (e.g., a cache or a register).

[0095] Although some embodiments have been described above, these embodiments are given by way of example only and are not intended to limit the scope of the invention. The appended claims and their equivalents are intended to cover all modifications, substitutions and changes made within the scope and spirit of the invention.

Claims

1. A braking control device for a vehicle, comprising: an acquisition module configured to acquire first sensor information and / or second sensor information, wherein the first sensor information refers to information from a first sensor that is directly connected to a braking system of the vehicle or powered by the braking system, and the second sensor information refers to information from a second sensor that is not directly connected to the braking system and is not powered by the braking system; A calculation module, configured to calculate a braking amplification factor for open-loop amplification control based on the acquired first sensor information and / or second sensor information; as well as The determination module is configured to determine a target braking parameter based on the calculated braking amplification factor so that an actuator of the vehicle performs vehicle braking according to the target braking parameter.

2. The brake control device according to claim 1, wherein: The first sensor information includes information capable of expressing the braking intention of the vehicle driver; and The second sensor information includes information that can express the friction coefficient of the current driving road, the current weather conditions and the weight of the vehicle.

3. The brake control device according to claim 1 or 2, wherein: Calculation of the brake multiplication factor includes: calculating a braking intention of a vehicle driver based on the first sensor information; and The brake amplification factor is determined to be a value that matches the driver's braking intention.

4. The brake control device according to claim 3, wherein: Determining the brake amplification factor to a value that matches the driver's braking intention includes: determining a slope representing a change in the braking amplification factor as a function of the driver's braking intention; and The value of the brake amplification factor is determined on the slope based on the calculated braking intention of the driver.

5. The brake control device according to claim 4, wherein: The slope of the oblique line represents the braking amplification factor, And wherein the calculation module is further configured to adjust the slope of the oblique line based on at least one of the following: - the driver's ability to control vehicle stability control when the vehicle tends to become unstable; and -The driver's expectations for comfort during vehicle braking.

6. The brake control device according to any one of claims 1 to 5, wherein: Calculating the brake amplification factor includes determining an adjustable range of the brake amplification factor; And wherein determining the adjustable range of the brake amplification factor includes: determining the maximum and minimum values ​​of the brake amplification factor based on the vehicle stability performance under various road friction conditions and / or the vehicle stability performance under various weather conditions and / or the vehicle weight.

7. The brake control device according to claim 6, wherein: The calculation of the brake multiplication factor also includes: Determining the friction coefficient of the current driving road and the current weather conditions based on the second sensor information; and The maximum and minimum values ​​of the amplification factor are used as two states of the state machine, and the determined friction coefficient of the current driving road and the current weather conditions are used as trigger conditions to determine the brake amplification factor to its maximum or minimum value with the help of the state machine.

8. The brake control device according to claim 7, wherein: The triggering conditions for triggering the minimum value of the braking amplification factor include one or more of the following: - The friction coefficient of the current driving road is less than the low friction coefficient threshold; - The current weather condition is rain or snow and the temperature is below the low temperature threshold; and The second sensor information includes information indicating sensor degradation.

9. The brake control device according to claim 7 or 8, wherein: The triggering conditions for triggering the maximum value of the braking amplification factor include one or more of the following: - the friction coefficient of the current driving road is greater than the high friction coefficient threshold; and -The current weather condition is sunny and the temperature is above the high temperature threshold.

10. The brake control device according to claim 6, wherein: The calculation of the brake multiplication factor also includes: Determining the friction coefficient of the current driving road and the current weather conditions based on the second sensor information; and The value of the brake amplification factor is adjusted within the adjustable range based on the determined friction coefficient of the current driving road and the current weather conditions.

11. The brake control device according to any one of claims 1 to 10, wherein: The acquisition module is further configured to acquire an auxiliary braking amplification factor based on a closed-loop amplification control; and The computing module is also configured to: When the auxiliary braking amplification factor is smaller than the braking amplification factor, adjusting the braking amplification factor in a decreasing direction; and When the auxiliary brake boost factor is greater than the brake boost factor, the brake boost factor is adjusted in an increasing direction.

12. The brake control device according to claim 1, wherein: The computing module is configured as follows: Calculating a first brake amplification factor based on first sensor information; Calculating a second brake amplification factor based on second sensor information; If the braking operation based on the first brake amplification factor can stabilize the vehicle during braking, then using the first brake amplification factor as the brake amplification factor; as well as If the braking maneuver based on the first brake amplification factor causes instability of the vehicle during braking, the brake amplification factor is determined based on the first brake amplification factor and the second brake amplification factor to stabilize the vehicle during braking.

13. A driving assistance system for a vehicle, comprising: A first sensor, directly connected to the braking system of the vehicle or powered by the braking system, for providing first sensor information; a second sensor, not directly connected to the brake system and not powered by the brake system, for providing second sensor information; as well as The brake control device as claimed in any one of claims 1 to 12 is used to calculate a brake amplification factor for open-loop amplification control based on first sensor information and / or second sensor information, and to determine a target brake parameter based on the brake amplification factor.

14. A braking control method for a vehicle, comprising: Acquiring first sensor information and / or second sensor information, wherein the first sensor information refers to information from a sensor that is directly connected to a braking system of the vehicle or powered by the braking system, and the second sensor information refers to information from a sensor that is not directly connected to the braking system and is not powered by the braking system; Calculating a braking amplification factor for open-loop amplification control based on the acquired first sensor information and / or second sensor information; as well as determining a target braking parameter based on the calculated braking amplification factor so that an actuator of the vehicle performs vehicle braking according to the target braking parameter, Optionally, the method is performed by a brake control device as described in any one of claims 1 to 12 or by a driving assistance system as described in claim 13. 15 . A machine-readable storage medium storing executable instructions, which when executed cause one or more processors to perform the brake control method of claim 14 .

Images