Vehicle braking control method and device, electronic equipment and storage medium

Abstract

The embodiment of the invention provides a vehicle braking control method and device, electronic equipment and a storage medium, and relates to the technical field of vehicle control. The method comprises the steps that if it is determined that the vehicle is not effectively braked after braking according to a first braking measure, at least one time of braking updating operation is executed in an iteration mode till the vehicle is effectively braked; wherein each round of braking updating operation comprises the steps that a second braking measure is determined from a braking measure set to serve as a braking measure of the current round of iteration, the braking measure set comprises multiple levels of braking measures, the levels are in positive correlation with the braking strength, and the second braking measure is at least one level higher than the level of the braking measure of the last round of iteration; executing the braking measure of the current iteration; if it is determined that the braking measure based on the current round of iteration is not effective in braking, it is determined that a new round of braking updating operation is conducted, by setting the braking measure set, when it is determined that the vehicle is not effective in braking, the braking measure with the higher grade is adjusted and adopted in time, and the operation safety of the vehicle in the complex environment is improved.

Description

Technical Field

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

[0002] The vehicle's automatic emergency braking system is an important part of autonomous driving technology and plays a significant role in improving road safety and reducing traffic accidents.

[0003] In the current existing technology, the vehicle automatic emergency braking system detects speed or brake pedal depth to provide early warning and manual intervention, but the above processing methods are simple and prone to false alarms or untimely processing, making them difficult to meet operational requirements in complex environments. Summary of the invention

[0004] The embodiments of the present disclosure provide a vehicle braking control method, device, electronic device and storage medium for solving the technical problems in the prior art that the vehicle automatic emergency braking system is prone to false alarms or untimely processing for vehicle braking and is difficult to adapt to the operation requirements in complex environments.

[0005] According to one aspect of an embodiment of the present disclosure, a vehicle braking control method is provided, comprising: If it is determined that the vehicle is not effectively braked after braking according to the first braking measure, iteratively performing at least one braking update operation until the vehicle is effectively braked; Each round of braking update operation includes: Determine a second braking measure from the braking measure set as the braking measure for this round of iteration, the braking measure set includes braking measures of multiple levels, the level is positively correlated with the braking intensity, and the second braking measure is at least one level higher than the braking measure of the previous round of iteration; Execute braking measures for this iteration; If it is determined that the braking measures based on the current round of iterations are not effective, it is determined to perform a new round of braking update operations.

[0006] According to another aspect of the embodiment of the present disclosure, there is provided a vehicle braking control device, comprising: A braking control module, configured to iteratively perform at least one braking update operation until the vehicle is effectively braked if it is determined that the vehicle is not effectively braked after braking according to the first braking measure; Each round of braking update operation includes: Determine a second braking measure from the braking measure set as the braking measure for this round of iteration, the braking measure set includes braking measures of multiple levels, the level is positively correlated with the braking intensity, and the second braking measure is at least one level higher than the braking measure of the previous round of iteration; Execute braking measures for this iteration; If it is determined that the braking measures based on the current round of iterations are not effective, it is determined to perform a new round of braking update operations.

[0007] According to another aspect of the embodiments of the present disclosure, a vehicle is provided, which is used to execute the vehicle braking control method provided by any of the above embodiments.

[0008] According to another aspect of an embodiment of the present disclosure, an electronic device is provided. The electronic device includes a memory, a processor, and a computer program stored in the memory. The processor executes the computer program to implement the steps of the method provided in any of the above embodiments.

[0009] According to another aspect of the embodiments of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the method provided in any of the above embodiments are implemented.

[0010] According to one aspect of an embodiment of the present disclosure, a computer program product is provided, including a computer program, and the computer program is executed by a processor to perform the steps of the method provided in any of the above embodiments.

[0011] The technical solution provided by the embodiments of the present disclosure has the following beneficial effects: A hierarchical processing strategy is adopted to divide the braking measures according to the braking intensity to determine multiple different levels of braking measures to construct a braking measure set. After the vehicle adopts the first braking measure to brake, when it is detected that the vehicle has not braked effectively, an iterative braking update operation is adopted. In each round of braking update operation steps, a braking measure of this round of iteration is executed with a level at least one higher than that of the braking measure of the previous round of iteration, and whether a new round of iteration is needed is determined based on whether the braking measure of this round of iteration is effective. This can ensure that when the braking measure fails, a higher level of braking measures is adopted in time until it is determined that the vehicle is effectively braked, effectively improving the safety of vehicle operation in complex environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings required for describing the embodiments of the present disclosure are briefly introduced below.

[0013] Figure 1 A schematic flow chart of a vehicle braking control method provided by an embodiment of the present disclosure; Figure 2 A schematic diagram of a flow chart of a brake update operation provided by an embodiment of the present disclosure; Figure 3 A schematic diagram of a vehicle detection system architecture provided by an embodiment of the present disclosure; Figure 4 A schematic flow chart of a vehicle braking control method for a mining vehicle provided in an embodiment of the present disclosure; Figure 5 A schematic diagram of the structure of a vehicle braking control device provided by an embodiment of the present disclosure; Figure 6 A schematic diagram of the structure of an electronic device provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0014] The embodiments of the present disclosure are described below in conjunction with the drawings in the present disclosure. It should be understood that the implementation methods described below in conjunction with the drawings are exemplary descriptions for explaining the technical solutions of the embodiments of the present disclosure and do not constitute a limitation on the technical solutions of the embodiments of the present disclosure.

[0015] It will be understood by those skilled in the art that, unless specifically stated, the singular forms "one", "an", "said" and "the" used herein may also include plural forms. It should be further understood that the terms "including" and "comprising" used in the embodiments of the present disclosure refer to that the corresponding features can be implemented as the presented features, information, data, steps, operations, elements and / or components, but do not exclude the implementation as other features, information, data, steps, operations, elements, components and / or combinations thereof supported by the technical field. It should be understood that when we say that an element is "connected" or "coupled" to another element, the one element may be directly connected or coupled to the other element, or it may refer to that the one element and the other element establish a connection relationship through an intermediate element. In addition, the "connection" or "coupling" used herein may include wireless connection or wireless coupling. The term "and / or" used herein indicates at least one of the items defined by the term, for example, "A and / or B" may be implemented as "A", or as "B", or as "A and B".

[0016] In order to make the objectives, technical solutions and advantages of the present disclosure more clear, the embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings.

[0017] The following describes several exemplary embodiments to illustrate the technical solutions of the embodiments of the present disclosure and the technical effects produced by the technical solutions of the present disclosure. It should be noted that the following embodiments can refer to, draw on or combine with each other, and the same terms, similar features and similar implementation steps in different embodiments will not be described repeatedly.

[0018] The following is an explanation of the relevant technologies and terms involved in this application: Most vehicle emergency braking systems in related technologies are only applicable to passenger cars and are used in situations where human-assisted autonomous driving is used. The detection method is too single, and usually only detects the speed or brake pedal depth. There is a possibility of false alarms, and the detection results are not sufficient and reasonable. After determining the detection results, they are usually processed through early warnings and manual intervention. The processing methods are too simple and do not take into account the situation of advanced unmanned autonomous driving. It is difficult to apply to the operation needs of commercial unmanned vehicles in complex environments, and there are safety risks.

[0019] The following describes several exemplary embodiments to illustrate the technical solutions of the embodiments of the present disclosure and the technical effects produced by the technical solutions of the present disclosure. It should be noted that the following embodiments can refer to, draw on or combine with each other, and the same terms, similar features and similar implementation steps in different embodiments will not be described repeatedly.

[0020] It can be understood that in the vehicle braking control method provided by the embodiment of the present disclosure, any method step can be executed by the terminal and / or the server, and all the steps in the method can be executed independently by the terminal or the server, or jointly by the terminal and the server.

[0021] The server may be an independent physical server, a server cluster or distributed system consisting of multiple physical servers, or a cloud server that provides cloud computing services. The terminal may be a smart phone, tablet computer, laptop computer, desktop computer, intelligent voice interaction device (such as smart speaker), wearable electronic device (such as smart watch), vehicle-mounted terminal, smart home appliance (such as smart TV), AR / VR device, etc., but is not limited thereto.

[0022] The following describes the embodiments of the present disclosure using a server as an execution subject; however, this does not constitute a limitation to the embodiments of the present disclosure.

[0023] Figure 1 A schematic flow chart of a vehicle braking control method provided by an embodiment of the present disclosure is shown in FIG. Figure 1 As shown, the technical solution provided by the embodiment of the present disclosure includes the following steps: Step S1, if it is determined that the vehicle is not effectively braked after braking according to the first braking measure, iteratively performing at least one braking update operation until the vehicle is effectively braked; Specifically, during vehicle driving, the vehicle usually needs to take braking measures to slow down or stop the vehicle to avoid safety problems or meet the speed requirements during driving. However, in actual applications, although braking measures have been taken, the vehicle still fails to brake effectively, posing a serious safety risk. Based on this, the embodiments of the present disclosure provide a braking control method that can be applied to any vehicle equipped with an automatic driving or driving assistance system, and is suitable for operation requirements in complex environments.

[0024] For example, the embodiments of the present disclosure can be applied to unmanned autonomous driving mine trucks in mining application scenarios. Compared with manned assisted autonomous driving passenger cars, mine trucks are advanced unmanned commercial vehicles, which usually work in complex terrain environments such as mines and quarries. They are large in size and are used to transport large amounts of ore or construction materials. They need to cope with the operational needs of heavy loads, harsh environments, and high-intensity work, and have higher requirements for the braking safety of mine trucks.

[0025] The following takes any vehicle as an example to describe in detail the relevant steps of the vehicle braking control method provided by the embodiment of the present disclosure.

[0026] After determining that the vehicle has braked using the first braking measure, whether the first braking measure is effective is detected. If it is determined that the first braking measure is effective, no intervention is performed. In step S1, if it is determined that the vehicle is not effectively braked after braking according to the first braking measure, at least one of the following braking update operations is iterated until the vehicle is effectively braked.

[0027] It is understandable that whether the braking measure is effective can be determined based on data fed back by the vehicle's braking system, the vehicle's speed, deceleration, positioning data, environmental road data and other relevant data as well as the vehicle's braking needs.

[0028] in, Figure 2 A schematic diagram of a brake update operation flow provided by an embodiment of the present disclosure, such as Figure 2 As shown, each round of braking update operation includes: Step S101, determining a second braking measure from a braking measure set as a braking measure for this round of iteration, the braking measure set including braking measures of multiple levels, the level being positively correlated with the braking intensity, and the second braking measure being at least one level higher than the braking measure of the previous round of iteration; Step S102, executing braking measures for this round of iteration; Step S103: If it is determined that the braking measures based on the current round of iterations are not effective, a new round of braking update operation is determined.

[0029] Specifically, the embodiment of the present disclosure adopts a hierarchical processing strategy to determine multiple different levels of braking measures and pre-sets a braking measure set. The number of braking measures in the braking measure set, and the specific type of vehicle-related systems or devices required for each braking measure can be determined according to actual needs.

[0030] There are differences in braking strength between various braking measures. The level of braking measures is positively correlated with the braking strength. That is, the lower the level of braking measures, the weaker the braking strength provided. When the vehicle has a lower demand for braking strength, a lower level of braking measures is used. For example, when the vehicle needs to decelerate slowly, the lowest level of braking measures can be used, and when the vehicle needs to stop suddenly, the highest level of braking measures can be used.

[0031] It can be understood that, in the first round of iteration, the braking measure of the previous round of iteration refers to the first braking measure, that is, the braking measure adopted when the vehicle brakes for the first time after there is a braking demand. The level corresponding to the first braking measure in the braking measure set can be determined according to the specific type of braking demand.

[0032] Each round of braking update operation includes steps S101-S103. In step S101, a braking measure at least one level higher than the braking measure of the previous iteration is determined from the braking measure set as the second braking measure, that is, the braking measure of this iteration.

[0033] It is understandable that, in accordance with the order of the levels of the braking measures in the braking measure set from low to high, a braking measure with a higher level than the braking measure of the previous iteration can be determined from the braking measure set as the second braking measure in a step-by-step manner. The second braking measure can also be determined in a manner spanning multiple levels according to the change in the actual braking demand of the vehicle, that is, in accordance with the order of the levels from low to high, the second braking measure and the braking measure of the previous iteration can be discontinuous and separated by other braking measures.

[0034] In step S102 , the braking measures for the current iteration determined in step S101 are executed.

[0035] Whether the braking measures of this round of iteration are effective is detected. If it is determined that the braking measures of this round of iteration are effective, no intervention is performed. In step S103, if it is determined that the braking measures of this round of iteration are not effective, a new round of braking update operation is determined, that is, steps S101-S103 are repeated until it is determined that the vehicle is effectively braked.

[0036] For example, the braking measure is recorded as M, and the braking measures are concentrated in order from low to high, including M1-M9. The traffic light in front of the vehicle shows red. If the vehicle continues to drive at the current speed, it will run a red light. In this case, the vehicle needs to brake to slow down: it is necessary to ensure that the red light turns green when the vehicle reaches the stop line, or the vehicle stops before the stop line if the red light continues.

[0037] Execute M1 when braking for the first time. If it is determined that the vehicle speed has decreased and the red light has turned green before the vehicle reaches the stop line after a period of time, there is no need to brake again and stop executing M1.

[0038] If M1 fails to reduce the vehicle speed based on the detection of the vehicle speed, then M2 is executed in the first iteration. If M2 can reduce the vehicle speed but cannot meet the braking requirement based on the detection of the vehicle speed and relative distance (the distance between the vehicle and the traffic light or the distance between the vehicle and the stop line), then M3 is executed in the second iteration.

[0039] If, based on the detection of the vehicle speed and relative distance, it is determined that after executing M3, the red light of the vehicle can turn green before reaching the stop line, then it is determined that the vehicle is effectively braked, the iterative execution of the braking update operation is stopped, and M3 is stopped after it is determined that the light turns green.

[0040] In addition, if the vehicle needs to brake to reduce the speed from V1 to V2 during driving, M1 is executed when braking for the first time. If it is determined based on the detection of the vehicle speed that M1 fails to reduce the speed, M2 is executed in the first round of iteration.

[0041] If a pedestrian is detected crossing the road suddenly in front when executing M2, the braking requirement is changed to: when the vehicle slows down and drives to the pedestrian, the pedestrian has left, or the vehicle has slowed down to a stop before driving to the pedestrian, then a second round of iteration is performed, skipping M3-M5 and directly executing M6.

[0042] The technical solution provided by the embodiment of the present disclosure adopts a hierarchical processing strategy, and the braking measures are divided according to the braking intensity to determine a plurality of different levels of braking measures to construct a braking measure set. After the vehicle adopts the first braking measure to brake, when it is detected that the vehicle has not braked effectively, an iterative braking update operation is adopted. In each round of braking update operation steps, braking measures of this round of iteration are executed at least one level higher than the braking measures of the previous round of iteration, and whether a new round of iteration is needed is determined based on whether the braking measures of this round of iteration are effective in braking. This can ensure that when the braking measures fail, braking measures of a higher level are adopted in a timely manner until it is determined that the vehicle is effectively braked, thereby effectively improving the safety of the vehicle operating in complex environments.

[0043] Compared with the braking control scheme designed for passenger cars in the prior art which only detects the speed and brake pedal depth for early warning and manual intervention, the method provided in the embodiment of the present disclosure fully considers the specific characteristics of commercial vehicles and the operational requirements of autonomous vehicles in complex application scenarios such as mines, sets a hierarchical processing strategy, effectively detects and confirms the braking status of the vehicle, and ensures that higher-level braking measures are taken when low-level braking measures fail, thereby further improving the safety of autonomous vehicles.

[0044] In a possible implementation, there is a mapping relationship between each braking measure in the braking measure set and different vehicle speed errors; The first braking measure is determined by: Obtaining the vehicle speed error at multiple consecutive moments, where the vehicle speed error is the difference between the actual vehicle speed at the corresponding moment and a preset reference vehicle speed; If it is determined to brake the vehicle based on the vehicle speed errors at multiple consecutive moments, a reference vehicle speed error is determined based on the vehicle speed errors at multiple consecutive moments, and a braking measure corresponding to the reference vehicle speed error is determined from the braking measure set as the first braking measure.

[0045] Specifically, in the embodiment of the present disclosure, when the first braking measure is determined for the first time after the vehicle has a braking demand, the vehicle speed error is used as a basis, and a mapping relationship exists between each braking measure in the braking measure set and different vehicle speed errors. For each braking measure in the braking measure set, a vehicle speed error corresponding to the braking measure is set, and when determining the vehicle speed error, the braking measure corresponding to the vehicle speed error can be found through the mapping relationship.

[0046] For example, for each braking measure in the braking measure set, a speed error interval corresponding to the braking measure can be set. When determining the speed error of the vehicle, the braking measure of the speed error interval corresponding to the speed error can be found through the speed error interval where the speed error is located through a mapping relationship. It can be understood that some braking measures can be used as emergency measures when the braking measures corresponding to the deceleration fail, and can be applicable to different speed error intervals.

[0047] During vehicle driving, the actual vehicle speed corresponding to different times is collected according to preset time intervals, and the speed error is determined based on the difference between the actual speed and the reference speed. The reference speed refers to the reference value of the vehicle speed set according to the specific road, traffic or driving system environment when the vehicle is currently driving. The specific value of the preset time interval can be determined according to actual needs, for example: 0.02s or 0.04s, etc.

[0048] The vehicle speed error at multiple consecutive moments is obtained, and based on the speed errors at multiple consecutive moments, it is determined whether the vehicle needs to be braked. It can be understood that a positive speed error indicates that the actual speed of the vehicle exceeds the reference speed. If the speed error is large, there may be a safety hazard, and the vehicle needs to be braked and decelerated to ensure that the vehicle travels within a relatively stable speed range.

[0049] The method of judging whether to brake the vehicle according to the speed errors at multiple consecutive moments may be to pre-set a speed error threshold and a first time threshold, use the first time threshold as a detection time window, obtain the speed errors at multiple consecutive moments within the first time threshold, and the specific numbers corresponding to the multiple moments are related to the first time threshold and the preset time interval when the vehicle collects data. For example, when the first time threshold is 1 second and the preset time interval is 0.02 seconds, the number of consecutive moments detected each time is 50. The detection method can be to detect once every 1 second without repetition, or to detect 50 moments before the current moment and the current moment with reference to the current moment.

[0050] If the total number of times within the first threshold at which the vehicle speed errors are greater than the vehicle speed error threshold is greater than a preset number of times, or if there are consecutive times at which the vehicle speed errors are greater than the vehicle speed error threshold for a number greater than a preset number of times, it is determined that the vehicle needs to brake.

[0051] If it is determined that the vehicle does not need to brake, the vehicle continues to detect whether braking is required during driving. If it is determined that the vehicle needs to brake, the reference speed error is determined based on the speed errors at multiple consecutive moments.

[0052] It can be understood that since the actual vehicle speed fluctuates at different times within the first time threshold during the driving process, the corresponding speed errors are different. The maximum value or average of the speed errors corresponding to each time within the first time threshold can be used as the reference speed. The speed error interval can also be based on the pre-set speed error interval, and the number of speed errors at each time that match each speed error interval can be accumulated. The speed error interval with the largest cumulative number among the speed error intervals can be used as the reference speed error. The specific method of the reference speed error can be determined according to actual needs.

[0053] After the reference error is determined, a braking measure corresponding to the reference vehicle speed error is determined from the braking measure set as the first braking measure.

[0054] The technical solution provided by the embodiment of the present disclosure determines whether braking is required and matches the most suitable braking measures by analyzing the vehicle's speed error, so as to ensure that the braking effect matches the vehicle's braking requirements and improve the overall performance of the vehicle's braking control strategy.

[0055] In a possible implementation, whether the vehicle is effectively braked is determined by: Obtaining the vehicle speed error and deceleration error at multiple consecutive moments in the process of executing the corresponding braking measure, the speed error is the difference between the actual vehicle speed at the corresponding moment and the preset reference vehicle speed, the deceleration error is the difference between the actual deceleration of the vehicle at the corresponding moment and the preset reference deceleration, and there is a mapping relationship between the reference deceleration and each braking measure in the braking measure set; Whether the vehicle is effectively braked is determined based on the changes in the vehicle speed error and deceleration error at multiple consecutive moments during the execution of corresponding braking measures.

[0056] Specifically, before the first round of brake update operation and in each round of brake update operation, it is necessary to determine whether the vehicle is effectively braked.

[0057] There is a mapping relationship between the reference deceleration and each braking measure in the braking measure set, that is, if the vehicle executes the corresponding braking measure to effectively brake the vehicle, the vehicle should decelerate at the reference deceleration corresponding to the braking measure.

[0058] While the vehicle is executing corresponding braking measures, the vehicle is still in the process of driving. The actual speed and actual deceleration of the vehicle at different times are collected according to preset time intervals. For each moment, the speed error is determined according to the difference between the actual speed of the vehicle at the corresponding moment and the preset reference speed, and the deceleration error is determined according to the difference between the actual deceleration of the vehicle at the corresponding moment and the preset reference deceleration.

[0059] The vehicle speed error and deceleration error at multiple consecutive moments when the vehicle is executing corresponding braking measures are obtained, and whether the vehicle is effectively braked is determined based on the changes in the vehicle speed error and deceleration error at multiple consecutive moments when the vehicle is executing corresponding braking measures.

[0060] It can be understood that when the corresponding braking measures can effectively brake the vehicle, the vehicle should decelerate at the corresponding reference deceleration. The change in the speed error at multiple consecutive moments can reflect whether the vehicle speed is decreasing (the speed error gradually decreases). The deceleration error can reflect whether the vehicle has brake decay (unable to reach the reference deceleration) and brake failure (unable to provide deceleration for the vehicle).

[0061] A corresponding second time threshold can be set for braking measures. The second time threshold is used as the detection time window to obtain the vehicle speed error and deceleration error at multiple consecutive moments within the second time threshold range. Based on the changes in the deceleration error and vehicle speed error within the second time threshold range, it is determined whether the vehicle is effectively braked. The specific judgment method can be determined according to actual needs.

[0062] For example, if it is determined that the speed error is lower than the maximum value of the speed error interval corresponding to the braking measure and the speed error is gradually decreasing, it means that the actual speed is gradually approaching the reference speed, the vehicle is in a safe state, and the braking is effective. If the deceleration difference is too large or the speed error does not change significantly, or the braking distance of the vehicle is calculated based on the deceleration, the braking distance reflects the actual braking effect is not enough to meet the actual braking needs, it means that the vehicle is not effectively braked.

[0063] Among them, the specific numbers corresponding to multiple moments are related to the second time threshold and the preset time interval when the vehicle collects data. The method of collecting the corresponding relevant data at each moment based on the second time threshold during specific detection can refer to the description of the detection method above and will not be repeated here.

[0064] It can be understood that different second time thresholds can be set for different levels of braking measures. The higher the level of the braking measure, the smaller the corresponding second time threshold set during detection. This ensures that it is possible to timely determine whether the braking measures need to be adjusted based on the braking status of the vehicle, effectively reducing the possibility of misjudgment and improving the reliability of detection and the safety performance of the vehicle.

[0065] The second time threshold corresponding to each level of braking measures may be different from or the same as the first time threshold. The specific value of each time threshold may be determined based on actual needs, taking into account factors such as vehicle performance and algorithms.

[0066] The technical solution provided by the embodiments of the present disclosure can reflect the dynamic response of the vehicle when executing braking measures with the vehicle's speed error and deceleration error after the braking measures are executed. The actual effect of the braking measures can be detected in time to intervene in the situation where the vehicle is not effectively braked, and the braking measures can be adjusted in time, thereby significantly reducing accidents caused by braking system problems.

[0067] In a possible implementation, the braking measure set includes at least one level of deceleration braking measure and one auxiliary braking measure; Among them, the deceleration braking measure is to use the vehicle's braking system to brake; Auxiliary braking measures are to use auxiliary braking system for braking on the basis of deceleration braking measures.

[0068] Specifically, in the disclosed embodiment, braking measures are divided into deceleration braking measures and auxiliary braking measures according to different vehicle-mounted systems that provide braking capabilities. Accordingly, the braking measure set includes at least one level of deceleration braking measures and one auxiliary braking measure.

[0069] Among them, the deceleration braking measure is to use the vehicle's braking system for braking. The auxiliary braking measure is to use the auxiliary braking system for braking on the basis of the deceleration braking measure. Accordingly, the level of the auxiliary braking measure is higher than that of the deceleration braking measure.

[0070] It is understood that the vehicle-mounted system that provides braking capability includes a braking system and an auxiliary braking system. The braking system is used to generate braking pressure to organize the movement or movement trend of the vehicle during the vehicle's driving process, so as to reduce the speed of the vehicle or even stop it. The auxiliary braking system is used to create additional braking pressure to assist the braking system in braking. The devices involved in the auxiliary braking system can be determined according to actual needs, including but not limited to exhaust brake devices, hydraulic retarders, engine brake devices, etc.

[0071] When setting the deceleration and braking measures, the number of levels of deceleration and braking measures can be set according to actual needs. When only one level of deceleration and braking measures is included, the braking system can be set to use a constant braking pressure (the reference deceleration remains unchanged) or a progressive braking pressure (the braking pressure gradually increases, and the reference deceleration increases) to decelerate the vehicle. When multiple levels of deceleration and braking measures are set, different braking pressures can be set for each deceleration and braking measure in order from low to high (that is, the braking intensity provided is from weak to strong), so that the corresponding reference deceleration of each deceleration and braking measure increases from small to large.

[0072] For example, when the vehicle braking system is able to provide braking, the most effective deceleration is -4m / s. 2 When the vehicle is in a state of emergency, three levels of deceleration and braking measures are set, with the corresponding deceleration rate from low to high being -1.5m / s. 2 、-3m / s 2 、-4m / s 2 .

[0073] Among them, the deceleration is set to -1.5m / s 2 The calculation of the braking dead zone is involved, that is, the calculation of the deceleration must include the reaction time of the braking system from the time it is triggered to the time it starts to provide braking, as well as the corresponding distance.

[0074] The technical solution provided by the embodiments of the present disclosure, by providing at least one deceleration braking measure and one auxiliary braking measure, enables the vehicle to adopt different graded processing strategies for braking according to actual braking requirements during braking. It can be applicable to autonomous driving vehicles in different scenarios, and provides a safer, more efficient and reliable braking management system for autonomous driving vehicles.

[0075] In a possible implementation, when the braking measure of the previous wheel iteration is a deceleration braking measure; Determining a second braking measure from the set of braking measures includes: Obtaining the temperature and air pressure of the brake system, and comparing the temperature and air pressure with corresponding preset thresholds respectively; If it is determined that at least one of the temperature and the air pressure does not meet the corresponding preset threshold, the auxiliary braking measure is used as the second braking measure.

[0076] Specifically, currently advanced automatic driverless vehicles are usually used to replace manual work in complex environments. They are generally heavy-duty vehicles and use an air brake system. Compressed air is used as the power source, and an air pump is used to compress the air and store it in an air tank. When braking is required, the compressed air pushes the brake to work, thereby achieving braking. Considering that there are certain actuator performance limitations in braking, an auxiliary braking system is also provided.

[0077] In the disclosed embodiment, further consideration is given to improving the safety of the vehicle braking system. In each round of iteration, when the braking measure of the previous round iteration is a deceleration braking measure, the braking is detected by detecting the corresponding temperature and air pressure of the braking system to detect whether there is a problem of braking failure or braking decay.

[0078] After executing the deceleration braking measures of the last iteration, the temperature and air pressure of the braking system are obtained, and the temperature and air pressure are respectively compared with corresponding preset thresholds, and the preset thresholds include a temperature threshold and an air pressure threshold.

[0079] It is understandable that the air pressure and temperature of the air brake system must be kept within a certain range when it is working normally. Generally speaking, the suitable operating temperature of the brake friction pad is 100-350℃, and the normal range of the air brake pressure is usually between 400-800kPa. The specific values ​​of the preset temperature threshold and air pressure threshold can be determined according to the actual needs of the vehicle braking system.

[0080] After obtaining the temperature and air pressure of the brake system, the temperature is compared with a corresponding temperature threshold, and the air pressure is compared with a corresponding air pressure threshold to determine whether the temperature and air pressure meet the corresponding preset thresholds.

[0081] For example, the temperature threshold can be set to 250°C and the air pressure threshold can be set to 500kPa. When the temperature is greater than the temperature threshold, it is determined that the temperature does not meet the corresponding preset threshold. When the air pressure is less than the air pressure threshold, it is determined that the air pressure does not meet the corresponding preset threshold. It can be understood that the corresponding preset threshold can also be set in the form of a numerical range. When the temperature or air pressure does not fall within the corresponding numerical range, it is considered that it does not meet the corresponding preset threshold.

[0082] If it is determined that both the temperature and the air pressure meet the corresponding preset thresholds, it can be determined that there is no possibility of brake failure or brake degradation in the current braking system. Further, it is determined whether the current vehicle is braking effectively. If the vehicle is braking effectively, no intervention is performed. If the vehicle is not braking effectively, then in accordance with the order of levels between the braking measures in the braking measure set, a braking measure that is at least one level higher than the deceleration braking measure of the previous iteration is selected from the braking measure set as the second braking measure (i.e., the braking measure of this iteration). It can be understood that when there are multiple levels of deceleration braking measures, the second braking measure can be a deceleration braking measure or an auxiliary braking measure that is one level higher than the deceleration braking measure of the previous iteration.

[0083] If it is determined that at least one of the temperature and air pressure does not meet the corresponding preset threshold, it can be determined that the braking system may have braking failure or braking decay, and the auxiliary braking measure will be used as the second braking measure, that is, the auxiliary braking system is superimposed on the braking of the braking system in the previous round of deceleration braking measures to improve vehicle safety.

[0084] The technical solution provided by the embodiment of the present disclosure can detect the temperature and air pressure of the brake system in a timely manner to detect the problem of brake failure or brake decay, so as to take auxiliary braking measures to reduce potential safety risks and reduce accidents caused by the failure of the brake system to provide effective braking for the vehicle.

[0085] In a possible implementation, the braking measure set further includes a first emergency braking measure and a second emergency braking measure with increasing levels, and the first emergency braking measure has a higher level than the auxiliary braking measure; Wherein, the first emergency braking measure includes locking the gear of the vehicle transmission and / or applying parking brake; The second emergency braking measure involves stopping the vehicle using obstacles in the vehicle's environment.

[0086] Specifically, the disclosed embodiment also provides emergency braking measures. When the deceleration braking measures and the auxiliary braking measures are unable to effectively brake the vehicle, an emergency handling procedure can be adopted to stop the vehicle by emergency braking measures.

[0087] According to the different intensities, the first emergency braking measure and the second emergency braking measure are set with increasing levels (i.e., from low to high). The level of the first emergency braking measure is higher than that of the auxiliary braking measure, i.e., in the braking measure set, the levels of the deceleration braking measures, auxiliary braking measures and emergency braking measures are increased in sequence.

[0088] Among them, the first emergency braking measure includes locking the gear of the vehicle transmission and / or applying parking brake. The transmission is used to adjust the meshing position of the gears to change the gear ratio, thereby changing the torque and speed output by the engine to adapt to different driving conditions. Locking the gear of the vehicle transmission unchanged can limit the increase in vehicle speed, and locking the gear of the vehicle transmission to a low gear can increase the braking effect of the engine to achieve downshifting and deceleration. Applying parking brake means pulling up the handbrake or activating the parking brake, etc., so that the vehicle can be quickly decelerated to a stop.

[0089] It is understandable that the first emergency measure may be to lock the gear of the vehicle transmission and apply the parking brake at the same time, or it may be to preferentially use the locking gear of the vehicle transmission to control the vehicle to slow down and then superimpose the parking brake.

[0090] The second emergency braking measure includes using obstacles in the vehicle's environment to stop the vehicle, that is, combining the vehicle's automatic driving system to use obstacles in the vehicle's environment (such as retaining walls, trees, etc.) for physical braking.

[0091] It can be understood that emergency braking measures are emergency handling measures adopted when deceleration braking measures and auxiliary braking measures fail, that is, emergency braking measures are corresponding handling measures superimposed on the deceleration braking measures and auxiliary braking measures adopted previously.

[0092] The technical solution provided by the embodiment of the present disclosure adopts a hierarchical processing mechanism, and the braking measures are centralized to set different levels of emergency braking measures, which can effectively and reliably detect the failure of vehicle brakes, and adopt different levels of emergency braking measures for emergency treatment according to the detection results, which significantly improves the safety and reliability of the vehicle. Application to unmanned vehicles can ensure that the vehicle can meet the operation requirements in complex environments.

[0093] The disclosed embodiment sets deceleration braking measures, auxiliary braking measures and emergency braking measures, and fully and reasonably performs detection and result classification with parameters such as reference speed, actual speed and deceleration, braking time, and braking system temperature and air pressure.

[0094] Compared with the solution that only provides early warning and considers manual takeover but does not consider the specific handling methods for unmanned autonomous driving situations, it can implement specific handling methods of corresponding levels according to the detection results, fully distinguish and grade emergency situations, fully consider the available means for vehicles and scenarios, improve vehicle safety and reduce property losses.

[0095] In a possible implementation, the actual speed of the vehicle at a corresponding moment is obtained by: The average of the vehicle speeds collected by the transmission control module, the wheel speed measurement module and the inertial sensor at the corresponding moments is taken as the actual vehicle speed at the corresponding moments.

[0096] Specifically, the disclosed embodiment needs to obtain the actual vehicle speed for calculating the speed error, integrates multiple parameter measurement technologies, and uses vehicle speed data from three different sources to calculate the actual vehicle speed, so as to ensure the accurate calculation of the vehicle's actual speed and reduce false alarms that may be caused by a single measurement.

[0097] The devices involved include a transmission control module, a wheel speed measurement module and an inertial sensor, wherein the transmission is a whole composed of multiple transmissions, which is used to control the vehicle's driving speed and direction. The transmission control module can determine the vehicle's speed based on the speed of the transmission output shaft (i.e., the speed transmitted by the transmission to the drive wheels). The wheel speed measurement module measures the vehicle's wheel speed through a wheel speed sensor to provide the vehicle's speed. The inertial sensor is an inertial measurement unit (IMU for short), which can indirectly calculate the vehicle's speed by measuring the vehicle's acceleration and angular velocity.

[0098] Take any moment as the corresponding moment, obtain the vehicle speed at the corresponding moment collected by the transmission control module and record it as v_base, obtain the vehicle speed at the corresponding moment collected by the wheel speed measurement module and record it as v_wheel, and the vehicle speed at the corresponding moment collected by the inertial sensor and record it as v_imu.

[0099] The average of the vehicle speeds collected by the transmission control module, the wheel speed measurement module and the inertial sensor at the corresponding moments is taken as the actual vehicle speed at the corresponding moments.

[0100] That is, the real vehicle speed v_real = mean(v_base, v_wheel, v_imu), the reference speed planned for the vehicle is recorded as v_ref, and the speed error at the corresponding moment v_error = v_real-v_ref.

[0101] The technical solution provided by the disclosed embodiment adopts a multi-dimensional detection method, and takes the average of the vehicle speeds collected by the transmission control module, the wheel speed measurement module and the inertial sensor at the corresponding moments as the true vehicle speed, which can improve the accuracy of the true vehicle speed and ensure that the vehicle speed can truly reflect the driving status of the vehicle. The speed error is calculated based on the comprehensively calculated vehicle speed, which can achieve accurate detection of the braking status and significantly reduce the possibility of false alarms.

[0102] The following is a specific application example, taking an unmanned automatic driving mine car in a mining application scenario as an example to illustrate the vehicle braking control method provided by the embodiment of the present disclosure: The vehicle detection system architecture of the unmanned autonomous mining vehicle includes an autonomous driving system and a chassis system. Figure 3 A schematic diagram of a vehicle detection system architecture provided by an embodiment of the present disclosure is shown as follows: Figure 3 As shown in the figure, the autonomous driving system includes a computing module, a cloud module, a perception and positioning module, and a planning and control module. The chassis system interacts with the computing module in the autonomous driving system, provides vehicle data to the autonomous driving system, and executes the control strategy fed back by the autonomous driving system. The chassis system includes a braking system, an auxiliary braking system, and a wheel speed detection module.

[0103] Among them, the calculation module is responsible for processing data from each module. The calculation module calculates speed error, deceleration and other values, and performs brake failure detection. The cloud module is responsible for reporting information such as test result warnings, recording and visualizing test results for staff to view. The perception and positioning module is mainly used for the perception of environmental information, providing speed calculation data and environmental perception information to the calculation module, and providing environmental information support for brake failure processing. Its inertial sensor can provide data sources for the calculation of vehicle speed. The planning and control module provides data such as planning speed and control instructions.

[0104] The braking system and auxiliary braking system in the chassis system perform braking functions and obtain relevant information such as braking system temperature and air pressure. The chassis system includes a wheel speed measurement module, which measures the vehicle wheel speed through a wheel speed sensor to provide the vehicle speed. The chassis system also interacts with the transmission control module in the powertrain system to obtain the vehicle speed collected by the transmission control module.

[0105] In the application, the chassis system and the perception and positioning module provide data support for the computing module. The computing module performs brake failure detection based on the data and outputs a processing method based on the detection results. The chassis system responds to and executes specific functions according to the control instructions to ensure vehicle safety in the event of brake failure and to minimize or reduce property losses. The computing module reports all abnormal detection results to the cloud module, which records and visualizes them for staff to view and remind them to perform maintenance or repairs.

[0106] Based on the actual needs of mining vehicles in mining application scenarios and the braking capacity provided by the vehicle braking system, the embodiments of the present disclosure set a set of braking measures including multiple deceleration braking measures, auxiliary braking measures and two emergency braking measures, wherein the deceleration braking measures are divided into three levels, from low to high, namely the first level, the second level and the third level. The emergency braking measures are divided into the first emergency braking measure and the second emergency braking measure.

[0107] The speed error threshold range for the first level is 2-3m / s, and the deceleration rate issued by the deceleration braking measure is -1.5m / s2 (Including braking dead zone, which has a certain deceleration effect). If the first level of braking fails, the corresponding detection result is recorded as warning.

[0108] The speed error threshold range for the second level is 3-4m / s, and the deceleration rate issued by the deceleration braking measure is -3m / s 2 (The deceleration effect is relatively strong and can effectively brake and stop the vehicle). If the second-level braking fails, the corresponding detection level is recorded as severe--critical.

[0109] The speed error threshold range corresponding to the third level is >4m / s, and the deceleration rate issued by the deceleration braking measure is -4m / s 2 (The actual effective maximum deceleration, if it cannot meet the braking deceleration effect, there will be serious safety issues). If the third level braking fails, the corresponding detection level is recorded as fatal.

[0110] During the driving process of the vehicle, if the detection determines that there is an abnormal situation and there is a need for braking, if the vehicle needs to stop within a certain distance, the braking distance can be calculated with different deceleration values ​​to obtain the actual braking effect, so as to feedback the deceleration braking measures for braking to the vehicle. If the vehicle needs to decelerate, multi-level deceleration braking measures can be taken to gradually increase the deceleration value, and after providing the deceleration braking measures, combined with the braking distance and the air pressure and temperature of the braking system, determine whether there is brake decay or brake failure, so as to perform different treatments and determine whether further auxiliary braking measures and emergency braking measures are needed.

[0111] The following is an explanation of the specific steps of practical application. Figure 4 A schematic diagram of a process flow of a vehicle braking control method for a mine car provided by an embodiment of the present disclosure, such as Figure 4 As shown, when the vehicle needs to decelerate, the autonomous driving system will plan and send the deceleration trajectory and reference speed. From the start of deceleration, the first time threshold is used as the detection time window to detect whether deceleration braking measures are needed.

[0112] Method 1: If the speed error is determined to be between 2 and 3 m / s based on the speed error at multiple consecutive moments within the first time threshold, the first measure is taken to control the vehicle to -1.5 m / s. 2 The deceleration is used to reduce the speed to ensure the safety of vehicle operation, and the second time threshold is used as the detection time window for detection to determine whether the braking measures are effective.

[0113] If the first measure is determined to be ineffective based on the speed error and deceleration error at multiple consecutive moments within the second time threshold, a warning level is triggered and the second measure is taken, which is sent to the vehicle under control at -3m / s 2 If the next detection stage still determines that the braking is not effective, the critical level is triggered and the third braking measure is taken to release all vehicle braking performance and control the vehicle to -4m / s 2 deceleration and enter the next detection stage.

[0114] If it is still determined in the next detection stage that braking is not effective, the fatal level will be triggered and the process will begin. Auxiliary braking measures will be adopted. If braking is still not effective, the first emergency braking measure will be adopted. If braking is still not effective, the second emergency braking measure will be adopted.

[0115] Correspondingly, in method one, if the detection determines that the vehicle speed error is between 3-4m / s, the second measure is taken first. If the second measure is not effective, the serious-critical level is triggered and the third braking measure is taken. The subsequent processing methods are upgraded in sequence. Please refer to the above and will not be repeated here.

[0116] Method 1: If the detection determines that the vehicle speed error is >4m / s, the third measure is taken first. If the third measure is not effective, the vehicle speed error is in a stage that is not very controllable, then the fatal level is triggered and the processing stage is entered. The subsequent processing methods are upgraded in turn. Please refer to the above and I will not repeat them here.

[0117] It can be understood that the sequence of the method steps involved in the above methods 1 to 3 is implemented under the condition that the air pressure and temperature of the braking system meet the corresponding preset thresholds. If after taking the deceleration braking measures, any one of the detected air pressure and temperature does not meet the corresponding preset threshold, the subsequent deceleration braking measures are skipped directly and the auxiliary braking measures are directly adopted, that is, the braking system and the auxiliary braking system are applied at the same time. If the auxiliary braking measures are not effective, the first emergency braking measures and the second emergency braking measures are adopted in sequence according to the actual situation.

[0118] Among them, during multiple detections, the specific values ​​of the first time threshold used and the second time threshold used after each braking measure is provided can be determined according to actual needs. Each time threshold can be set to the same value, and the time threshold can also be set to decrease as the level of braking measures increases.

[0119] The vehicle braking control method provided by the disclosed embodiment can be applied to the operation requirements in complex environments such as mines. In a hierarchical processing manner, when an unmanned automatic driving vehicle decelerates, it comprehensively considers multiple parameters (such as speed, acceleration, braking system temperature and air pressure, etc.) to achieve accurate detection of the braking state, and adopts different levels of deceleration and braking measures according to actual conditions. Different next-step braking measures can be adopted according to different levels of detection results (warning, critical, fatal) to enhance the adaptability and safety of the automatic control system. It can also monitor and record data in real time, and the cloud module can realize the recording and visualization of the detection results, which is convenient for subsequent maintenance and maintenance decisions, improves the maintainability and safety of the system, and ensures the safety of vehicles in long-term operation.

[0120] It should be understood that the embodiments of the present disclosure are only used as a specific example to explain the present invention in detail, and the described embodiments are only intended to facilitate the understanding of the present invention and do not have any limiting effect on the present invention.

[0121] An embodiment of the present disclosure provides a vehicle, which is used to execute the vehicle braking control method provided by any of the above embodiments. Its implementation principle and the operations that need to be performed by each vehicle-mounted device or system during implementation can be found in the description of the corresponding method shown in the previous text and will not be repeated here.

[0122] Figure 5 A schematic diagram of the structure of a vehicle brake control device provided by an embodiment of the present disclosure is shown in FIG. Figure 5 As shown, the vehicle brake control device 500 includes: The braking control module 501 is configured to iteratively perform at least one braking update operation until the vehicle is effectively braked if it is determined that the vehicle is not effectively braked after braking according to the first braking measure; Each round of braking update operation includes: Determine a second braking measure from the braking measure set as the braking measure for this round of iteration, the braking measure set includes braking measures of multiple levels, the level is positively correlated with the braking intensity, and the second braking measure is at least one level higher than the braking measure of the previous round of iteration; If it is determined that the braking measures based on the current round of iterations are not effective, it is determined to perform a new round of braking update operations.

[0123] In a possible implementation, there is a mapping relationship between each braking measure in the braking measure set and different vehicle speed errors; The vehicle brake control device also includes a brake determination module; A brake determination module is used to: Obtaining the vehicle speed error at multiple consecutive moments, where the vehicle speed error is the difference between the actual vehicle speed at the corresponding moment and a preset reference vehicle speed; If it is determined to brake the vehicle based on the vehicle speed errors at multiple consecutive moments, a reference vehicle speed error is determined based on the vehicle speed errors at multiple consecutive moments, and a braking measure corresponding to the reference vehicle speed error is determined from the braking measure set as the first braking measure.

[0124] In a possible implementation, whether the vehicle is effectively braked is determined by: Obtaining the vehicle speed error and deceleration error at multiple consecutive moments in the process of executing the corresponding braking measure, the speed error is the difference between the actual vehicle speed at the corresponding moment and the preset reference vehicle speed, the deceleration error is the difference between the actual deceleration of the vehicle at the corresponding moment and the preset reference deceleration, and there is a mapping relationship between the reference deceleration and each braking measure in the braking measure set; Whether the vehicle is effectively braked is determined based on the changes in the vehicle speed error and deceleration error at multiple consecutive moments during the execution of corresponding braking measures.

[0125] In a possible implementation, the braking measure set includes at least one level of deceleration braking measure and one auxiliary braking measure; Among them, the deceleration braking measure is to use the vehicle's braking system to brake; Auxiliary braking measures are to use auxiliary braking system for braking on the basis of deceleration braking measures.

[0126] In a possible implementation, when the braking measure of the previous wheel iteration is a deceleration braking measure; Brake control module for: Obtaining the temperature and air pressure of the brake system, and comparing the temperature and air pressure with corresponding preset thresholds respectively; If it is determined that at least one of the temperature and the air pressure does not meet the corresponding preset threshold, the auxiliary braking measure is used as the second braking measure.

[0127] In a possible implementation, the braking measure set further includes a first emergency braking measure and a second emergency braking measure with increasing levels, and the first emergency braking measure has a higher level than the auxiliary braking measure; Wherein, the first emergency braking measure includes locking the gear of the vehicle transmission and / or applying parking brake; The second emergency braking measure involves stopping the vehicle using obstacles in the vehicle's environment.

[0128] In a possible implementation, the actual speed of the vehicle at a corresponding moment is obtained by: The average of the vehicle speeds collected by the transmission control module, the wheel speed measurement module and the inertial sensor at the corresponding moments is taken as the actual vehicle speed at the corresponding moments.

[0129] The device of the embodiments of the present disclosure can execute the method provided by the embodiments of the present disclosure, and the implementation principles are similar. The actions performed by each module in the device of each embodiment of the present disclosure correspond to the steps in the method of each embodiment of the present disclosure. For the detailed functional description of each module of the device, please refer to the description in the corresponding method shown in the previous text, which will not be repeated here.

[0130] In addition, in the embodiments of the present disclosure, the term "module" or "unit" refers to a computer program or a part of a computer program with a predetermined function, and works together with other related parts to achieve a predetermined goal, and can be implemented in whole or in part by using software, hardware (such as processing circuits or memories), or a combination thereof. Similarly, a processor (or multiple processors or memories) can be used to implement one or more modules or units. In addition, each module or unit can be part of an overall module or unit that includes the function of the module or unit.

[0131] An embodiment of the present disclosure provides an electronic device (computer device / equipment / system), including a memory, a processor, and a computer program stored in the memory, and the processor executes the above-mentioned computer program to implement the steps of the method provided in any optional embodiment of the present disclosure and achieve corresponding technical effects.

[0132] In an optional embodiment, an electronic device is provided. Figure 6 A schematic diagram of the structure of an electronic device provided by an embodiment of the present disclosure is shown in FIG. Figure 6 As shown, the electronic device 600 includes: a processor 601 and a memory 603. The processor 601 and the memory 603 are connected, such as through a bus 602. Optionally, the electronic device 600 may also include a transceiver 604, which may be used for data interaction between the electronic device and other electronic devices, such as data transmission and / or data reception. It should be noted that in actual applications, the transceiver 604 is not limited to one, and the structure of the electronic device 600 does not constitute a limitation on the embodiments of the present disclosure.

[0133] Processor 601 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array) or other programmable logic devices, transistor logic devices, hardware components or any combination thereof. It may implement or execute various exemplary logic blocks, modules and circuits described in conjunction with the disclosure of the present invention. Processor 601 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0134] The bus 602 may include a path to transmit information between the above components. The bus 602 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus. The bus 602 may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 6 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0135] The memory 603 may be a ROM (Read Only Memory) or other types of static storage devices that can store static information and instructions, a RAM (Random Access Memory) or other types of dynamic storage devices that can store information and instructions, or an EEPROM (Electrically Erasable Programmable Read Only Memory), a CD-ROM (Compact Disc Read Only Memory) or other optical disk storage, optical disk storage (including compressed optical disk, laser disk, optical disk, digital versatile disk, Blu-ray disk, etc.), magnetic disk storage medium, other magnetic storage devices, or any other medium that can be used to carry or store computer programs and can be read by a computer, without limitation herein.

[0136] The memory 603 is used to store the computer program for executing the embodiment of the present disclosure, and the execution is controlled by the processor 601. The processor 601 is used to execute the computer program stored in the memory 603 to implement the steps shown in the above method embodiment.

[0137] The electronic devices in the embodiments of the present disclosure may include, but are not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), wearable devices, etc., and fixed terminals such as digital TVs, desktop computers, etc.

[0138] An embodiment of the present disclosure provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps and corresponding contents of the aforementioned method embodiment can be implemented.

[0139] The embodiments of the present disclosure also provide a computer program product, including a computer program, which can implement the steps and corresponding contents of the aforementioned method embodiments when executed by a processor.

[0140] It should be noted that the computer-readable storage medium disclosed above may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0141] In the present disclosure, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, apparatus, or device. In the present disclosure, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in combination with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0142] Computer program code for performing the operations of the present disclosure may be written in one or more programming languages ​​or a combination thereof, including, but not limited to, object-oriented programming languages, such as Java, Smalltalk, C++, and conventional procedural programming languages, such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0143] The terms "first", "second", "third", "fourth", "1", "2", etc. (if any) in the specification and claims of the present disclosure and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present disclosure described herein can be implemented in an order other than that shown or described in the text.

[0144] It should be understood that, although the flowchart of the embodiment of the present disclosure indicates each operation step by arrows, the implementation order of these steps is not limited to the order indicated by the arrows. Unless clearly stated herein, in some implementation scenarios of the embodiment of the present disclosure, the implementation steps in each flowchart can be executed in other orders according to demand. In addition, some or all of the steps in each flowchart may include multiple sub-steps or multiple stages based on the actual implementation scenario. Some or all of these sub-steps or stages can be executed at the same time, and each sub-step or stage in these sub-steps or stages can also be executed at different times. In scenarios with different execution times, the execution order of these sub-steps or stages can be flexibly configured according to demand, and the embodiment of the present disclosure does not limit this.

[0145] The above is only an optional implementation method for some implementation scenarios of the present disclosure. It should be pointed out that for ordinary technicians in this technical field, without departing from the technical concept of the scheme of the present disclosure, other similar implementation methods based on the technical ideas of the present disclosure are also within the protection scope of the embodiments of the present disclosure.

Claims

1. A vehicle braking control method, characterized in that: include: If it is determined that the vehicle is not effectively braked after braking according to the first braking measure, iteratively performing at least one braking update operation until the vehicle is effectively braked; Each round of braking update operation includes: Determining a second braking measure from a set of braking measures as the braking measure for this round of iteration, wherein the set of braking measures includes braking measures of multiple levels, the levels are positively correlated with the braking intensity, and the second braking measure is at least one level higher than the braking measure of the previous round of iteration; Execute braking measures for this iteration; If it is determined that the braking measures based on the current round of iterations are not effective, it is determined to perform a new round of braking update operations.

2. The vehicle braking control method according to claim 1, characterized in that: There are mapping relationships between each braking measure in the braking measure set and different vehicle speed errors; The first braking measure is determined by: Obtaining a vehicle speed error at a plurality of consecutive moments, wherein the vehicle speed error is a difference between a real vehicle speed at a corresponding moment and a preset reference vehicle speed; If it is determined to brake the vehicle based on the vehicle speed errors at the consecutive multiple moments, a reference vehicle speed error is determined based on the vehicle speed errors at the consecutive multiple moments, and a braking measure corresponding to the reference vehicle speed error is determined from a set of braking measures as the first braking measure.

3. The vehicle braking control method according to claim 1, characterized in that: Whether the vehicle brakes effectively is determined by the following methods: Acquire a vehicle speed error and a deceleration error at a plurality of consecutive moments in the process of executing a corresponding braking measure, wherein the vehicle speed error is a difference between a real vehicle speed at a corresponding moment and a preset reference vehicle speed, and the deceleration error is a difference between a real deceleration at a corresponding moment and a preset reference deceleration, and a mapping relationship exists between the reference deceleration and each braking measure in the braking measure set; Whether the vehicle is effectively braked is determined based on changes in the vehicle speed error and the deceleration error at a plurality of consecutive moments during the process of the vehicle executing corresponding braking measures.

4. The vehicle braking control method according to any one of claims 1 to 3, characterized in that: The braking measures include at least one level of deceleration braking measures and one auxiliary braking measure; Wherein, the deceleration braking measure is braking using the braking system of the vehicle; The auxiliary braking measure is to use the auxiliary braking system to brake on the basis of the deceleration braking measure.

5. The vehicle braking control method according to claim 4, characterized in that: When the braking measure of the previous wheel iteration is a deceleration braking measure; The step of determining the second braking measure from the set of braking measures comprises: Acquiring the temperature and air pressure of the braking system, and comparing the temperature and air pressure with corresponding preset thresholds respectively; If it is determined that at least one of the temperature and the air pressure does not meet the corresponding preset threshold, the auxiliary braking measure is used as the second braking measure.

6. The vehicle braking control method according to claim 4, characterized in that: The set of braking measures also includes a first emergency braking measure and a second emergency braking measure of increasing levels, wherein the first emergency braking measure has a higher level than the auxiliary braking measure; Wherein, the first emergency braking measure includes locking the gear of the vehicle transmission and / or performing parking braking; The second emergency braking measure includes stopping the vehicle by utilizing an obstacle in the environment of the vehicle.

7. The vehicle braking control method according to claim 2, characterized in that: The actual speed of the vehicle at the corresponding moment is obtained by: The average of the vehicle speeds collected by the transmission control module, the wheel speed measurement module and the inertial sensor at the corresponding moments is taken as the actual vehicle speed at the corresponding moments.

8. A vehicle, characterized in that: The vehicle is used to execute the vehicle braking control method described in any one of claims 1-7.

9. A vehicle brake control device, characterized in that: include: A braking control module, configured to iteratively perform at least one braking update operation until the vehicle is effectively braked if it is determined that the vehicle is not effectively braked after braking according to the first braking measure; Each round of braking update operation includes: Determine a second braking measure from the braking measure set as the braking measure for this round of iteration, the braking measure set includes braking measures of multiple levels, the level is positively correlated with the braking intensity, and the second braking measure is at least one level higher than the braking measure of the previous round of iteration; Execute braking measures for this iteration; If it is determined that the braking measures based on the current round of iterations are not effective, it is determined to perform a new round of braking update operations.

10. An electronic device comprising a memory, a processor and a computer program stored in the memory, characterized in that: The processor executes the computer program to implement the steps of the method according to any one of claims 1 to 7.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

12. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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