Vehicle braking method and device, vehicle, medium and program product

Abstract

The invention provides a vehicle braking method and device, a vehicle, a medium and a program product, and relates to the technical field of vehicles. The method comprises the steps that in response to detected braking operation for the vehicle, first braking force of the vehicle is determined; according to the stroke of a brake pedal of the vehicle and / or the pressure value of a pedal force simulator connected with the brake pedal, a brake force compensation value is obtained; compensating the first braking force of the vehicle through the braking force compensation value to reduce the influence of the damping characteristic of the pedal force simulator so as to obtain a second braking force; the vehicle is braked through the compensated second braking force, when the brake pedal is treaded rapidly or continuously, a driver can feel the foot feeling force generated when the brake pedal is treaded at a medium speed or a low speed, and the vehicle is braked through the compensated second braking force, so that the needed braking force can be generated more rapidly; and the vehicle can be decelerated or stopped in time, so that the driving safety and comfort are improved.

Description

Technical Field

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

[0002] The pedal force simulator is a force feedback device that simulates the actual operation of the brake pedal. At present, the vehicle's braking system usually uses a hydraulic pedal force simulator to simulate the driver's foot feeling when stepping on the brake. However, due to the damping characteristics of the pedal force simulator, in certain scenarios such as when the driver steps on the brake pedal quickly or continuously, the relationship between the force fed back by the pedal force simulator and the pedal travel will change, which is reflected in the driving experience that the brake pedal cannot be pressed and the vehicle speed cannot be reduced, which will reduce the comfort and safety during driving. Summary of the invention

[0003] In order to overcome the problems existing in the related art, the present disclosure provides a vehicle braking method, device, vehicle, medium and program product.

[0004] According to a first aspect of an embodiment of the present disclosure, a vehicle braking method is provided, the method comprising: determining a first braking force of the vehicle in response to detecting a braking operation on the vehicle; obtaining a braking force compensation value based on a stroke of a brake pedal of the vehicle and / or a pressure value of a pedal force simulator connected to the brake pedal; compensating the first braking force of the vehicle by the braking force compensation value to obtain a second braking force; and braking the vehicle by the second braking force.

[0005] Optionally, obtaining the braking force compensation value based on the stroke and the pressure value includes: obtaining a first compensation value based on the stroke of the vehicle's brake pedal, and obtaining a second compensation value based on the pressure value of a pedal force simulator connected to the brake pedal; and determining the larger one of the first compensation value and the second compensation value as the braking force compensation value.

[0006] Optionally, obtaining the first compensation value according to the stroke includes: obtaining a pedal speed of the brake pedal according to the stroke; and obtaining the first compensation value according to the pedal speed.

[0007] Optionally, if the pedal speed is within a preset speed range, the first compensation value is not 0, and the first compensation value is positively correlated with the pedal speed.

[0008] Optionally, if the pedal speed is not within a preset speed range, the first compensation value is 0.

[0009] Optionally, obtaining the second compensation value according to the pressure value includes: obtaining a pressure growth gradient value according to the pressure value; and obtaining the second compensation value according to the pressure growth gradient value.

[0010] Optionally, if the pressure growth gradient value is within a preset growth interval, the second compensation value is not 0, and the second compensation value is positively correlated with the pressure growth gradient.

[0011] Optionally, if the pressure growth gradient value is not within a preset growth interval, the second compensation value is 0.

[0012] Optionally, obtaining the braking force compensation value according to the stroke includes: obtaining a pedal speed of the brake pedal according to the stroke; and obtaining the braking force compensation value according to the pedal speed.

[0013] Optionally, obtaining the braking force compensation value according to the pressure value includes: obtaining a pressure growth gradient value according to the pressure value; and obtaining the braking force compensation value according to the pressure growth gradient value.

[0014] Optionally, the method further includes: when the braking operation satisfies a preset condition, determining a travel of a brake pedal of the vehicle, and determining a pressure value of a pedal force simulator connected to the brake pedal.

[0015] According to a second aspect of an embodiment of the present disclosure, a vehicle braking device is provided, the device comprising: a response module, for determining a first braking force of the vehicle in response to detecting a braking operation on the vehicle; an acquisition module, for obtaining a braking force compensation value based on a stroke of a brake pedal of the vehicle and / or a pressure value of a pedal force simulator connected to the brake pedal; a compensation module, for compensating the first braking force of the vehicle by the braking force compensation value to obtain a second braking force; and a braking module, for braking the vehicle by the second braking force.

[0016] According to a third aspect of an embodiment of the present disclosure, a vehicle is provided, comprising: a processor; a memory for storing instructions executable by the processor; wherein the processor is configured to: determine a first braking force of the vehicle in response to detecting a braking operation on the vehicle; obtain a braking force compensation value based on a stroke of a brake pedal of the vehicle and / or a pressure value of a pedal force simulator connected to the brake pedal; compensate the first braking force of the vehicle by the braking force compensation value to obtain a second braking force; and brake the vehicle by the second braking force.

[0017] According to a fourth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, on which computer program instructions are stored. When the program instructions are executed by a processor, the steps of the method described in the first aspect of the present disclosure are implemented.

[0018] According to a fifth aspect of an embodiment of the present disclosure, a computer program product is provided, including a computer program, which implements the steps of the method described in the first aspect of the present disclosure when executed by a processor.

[0019] The technical solution provided by the embodiments of the present disclosure may have the following beneficial effects: By compensating the first braking force of the vehicle through the braking force compensation value, the influence of the damping characteristics of the pedal force simulator on the vehicle braking can be reduced. Thus, the vehicle is braked through the compensated second braking force. When the brake pedal is stepped on quickly or continuously, the driver can feel the foot force close to that when the brake is stepped on at a medium or slow speed, thereby enhancing the driving experience and improving the driving comfort. In addition, since the compensated second braking force weakens the influence of the damping characteristics on the vehicle braking, the vehicle can be braked through the compensated second braking force, which can more easily generate the required braking force, ensuring that the vehicle can be decelerated or stopped in time, thereby improving the safety and comfort of driving.

[0020] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0022] Figure 1 It is a curve diagram between brake pedal travel and target braking force; Figure 2 It is a diagram of the curve between the brake pedal travel and the pressure of the pedal force simulator; Figure 3 is a schematic diagram of a curve between the pressure of the pedal force simulator and the target braking force; Figure 4 is a flow chart of a vehicle braking method provided by an embodiment of the present disclosure; Figure 5 It is a curve diagram between brake pedal travel and target braking force; Figure 6 is a schematic diagram of a curve between the pressure of the pedal force simulator and the target braking force; Figure 7 yes Figure 4 Schematic diagram of sub-steps of step S120; Figure 8is a schematic diagram of a curve corresponding to a first compensation value; Fig. 9 is a schematic diagram of a curve corresponding to the second compensation value; Fig.10 is a block diagram of a vehicle braking device according to an exemplary embodiment; Fig.11 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0023] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0024] The brake pedal is a device used to control the vehicle's braking. It is connected to the brakes on the wheels through a mechanical or hydraulic system. When the driver steps on the brake pedal, a series of chain braking reactions will be triggered, eventually slowing the vehicle down until it stops. The pedal force simulator is a force feedback device that simulates the actual operation of the brake pedal. The simulator simulates the feeling of the brake pedal and transmits braking feedback information to the driver.

[0025] At present, the braking systems of vehicles, such as brake-by-wire systems and decoupled hydraulic braking systems, usually use hydraulic pedal force simulators to simulate the driver's foot feel when stepping on the brakes. The foot feel here refers to the pedal force, pedal depth, and pedal stroke on the foot. The simulator usually includes two sensors: a pedal stroke sensor and a simulator hydraulic pressure sensor. The pedal stroke sensor is used to identify the depth and speed of the driver's pedaling, and the simulator hydraulic pressure sensor is used to detect the sealing of this circuit and assist in monitoring the driver's braking intention. When the driver steps on the brake pedal, the two sensors on the pedal force simulator will detect the pedal stroke signal and the simulator pressure signal respectively, and calculate the driver's target braking force based on these two signals. The pressure building module of the braking system then builds pressure according to the target braking force, thereby braking the vehicle.

[0026] There are three ways for the brake system to calculate braking force: (1) Calculation of target pressure based on pedal stroke: Pedal strokes of different depths are calibrated to different target braking forces. Specifically, the greater the pedal depth, the greater the target braking force.

[0027] (2) Calculation method based on simulator hydraulic pressure: The simulator hydraulic pressure is used as a variable and calibrated to the target braking force of different drivers. Specifically, the greater the pressure, the greater the target braking force. Because the simulator pressure has different pressure curves under different working conditions, it is not accurate to identify the driver's intention, resulting in inaccurate changes in vehicle speed during braking.

[0028] (3) Target calculation based on both pedal travel and simulator pressure: The system calculates the driver's target braking force based on both the travel signal and the simulator pressure, and the larger of the two is used.

[0029] The inventor has found that in the prior art, the corresponding curve H1 between the travel of the brake pedal and the target braking force can be expressed as follows: Figure 1 As shown, it means that no matter at what speed the brake pedal is pressed, the relationship between the brake pedal travel S and the target braking force Ptar remains Figure 1 The above calculation method, however, ignores the damping characteristics of the pedal force simulator, see Figure 2 , where the horizontal axis is the stroke S and the vertical axis is the pressure Ps of the pedal force simulator. Figure 2 The middle curve L1 is the curve corresponding to fast or continuous reciprocating brake pedal, the curve L2 is the curve corresponding to medium speed brake pedal, and the curve L3 is the curve corresponding to slow or continuous reciprocating brake pedal. When the brake pedal is stepped on with the same stroke, the pressure of the pedal force simulator corresponding to curve L1 is Ps1, the pressure of the pedal force simulator corresponding to curve L2 is Ps2, and the pressure of the pedal force simulator corresponding to curve L3 is Ps3. Figure 2 It can be seen that Ps1 is greater than Ps2, and Ps2 is greater than Ps3. It is not difficult to see that, affected by the damping characteristics of the pedal force simulator, for the same stroke of the brake pedal, the force required to quickly or continuously reciprocate the brake pedal is greater than the force required to quickly or medium-speed the brake pedal. This is reflected in the driver's driving experience, that is, when quickly or continuously reciprocating the brake pedal, a greater force is required to achieve the same braking effect as when the brake pedal is pressed at medium or slow speeds. The braking effect here can be shown by the decrease in vehicle speed or the deceleration of the vehicle.

[0030] Alternatively, see Figure 3 , where the horizontal axis is the pressure Ps of the pedal force simulator and the vertical axis is the target braking force Ptar. Figure 3The middle curve L1 is the curve corresponding to fast or continuous reciprocating brake pedal, the curve L2 is the curve corresponding to medium speed brake pedal, and the curve L3 is the curve corresponding to slow brake pedal. When the target braking force Ptar is consistent, that is, the braking effect is consistent, the pressure of the pedal force simulator corresponding to curve L1 is Ps1, the pressure of the pedal force simulator corresponding to curve L2 is Ps2, and the pressure of the pedal force simulator corresponding to curve L3 is Ps3. Figure 3 It can be seen that Ps1 is greater than Ps2, and Ps2 is greater than Ps3. It is not difficult to understand that, under the condition of the same braking effect, the force fed back by rapid or continuous reciprocating braking is greater than the force fed back by moderate or slow braking, which means that rapid or continuous reciprocating braking feels heavier. Figure 3 Area Q in the figure is an area with a severely poor body feel, where the foot feel becomes heavier. This also means that when the foot feel is the same, the braking effect of pressing the brake pedal quickly or repeatedly is not as good as the braking effect of pressing the brake pedal at a medium or slow speed.

[0031] Therefore, it can be seen that due to the influence of the damping characteristics of the pedal force simulator, the relationship between the force fed back by the pedal force simulator and the pedal depth will change in certain scenarios such as the driver stepping on the brake pedal quickly or continuously. This change is reflected in the driving experience as the target braking force is not smooth, the brake pedal cannot be stepped on, the foot force becomes stronger, the vehicle speed cannot be reduced, and the deceleration is insufficient, which will reduce the comfort and safety during driving and cause user complaints.

[0032] To solve the above problems, the present disclosure provides a vehicle braking method, see Figure 4 , the vehicle braking method can be applied to Fig.10 The vehicle brake device 200 shown, Fig.11 The vehicle 600, computer program product, and computer readable storage medium shown in FIG. Figure 4 The process shown is described in detail, and the vehicle braking method can specifically include the following steps: Step S110: In response to detecting a braking operation on the vehicle, determining a first braking force of the vehicle.

[0033] When the vehicle is driving on a road such as meeting another vehicle, going downhill, crossing a zebra crossing, the vehicle in front is braking, or there is a blind spot, the driver performs a braking operation such as stepping on the brake pedal to ensure driving safety. In response to detecting the braking operation, the vehicle determines the first braking force of the vehicle.

[0034] The first braking force may be obtained by the vehicle or a server connected to the vehicle when a braking operation is detected. For example, the vehicle or a server connected to the vehicle calculates the first braking force based on the vehicle's brake pedal stroke and / or the pressure value of a pedal force simulator connected to the brake pedal through built-in software. The calculation of the first braking force may refer to the aforementioned target pressure calculation based on pedal stroke, the calculation method based on simulator hydraulic pressure, and the target calculation based on both pedal stroke and simulator pressure, which will not be described in detail here.

[0035] Step S120: Obtain a braking force compensation value according to the travel of the brake pedal of the vehicle and / or the pressure value of a pedal force simulator connected to the brake pedal.

[0036] A braking compensation value is obtained according to the stroke and / or pressure value, wherein the braking compensation value is used to compensate the first braking force to compensate for the interference of the pedal force simulator damping characteristics on braking when the brake pedal is stepped on quickly or continuously.

[0037] A brake travel sensor is installed on the brake pedal. When the driver steps on the brake pedal, the brake travel sensor installed thereon collects the travel of the brake pedal. In addition, a simulator pressure sensor is installed on the pedal force simulator. The simulator pressure sensor collects the pressure value of the pedal force simulator.

[0038] In one embodiment, when the braking operation meets the preset condition, the travel of the brake pedal of the vehicle is determined, and the pressure value of the pedal force simulator connected to the brake pedal is determined. As a way, when the braking operation indicates that the driver is in the state of fast or continuous reciprocating stepping on the brake pedal, it is determined that the braking operation meets the preset condition. For example, the pressure value of the pedal force simulator is detected, and the pressure value is derived to obtain the pressure growth gradient value. If the pressure growth gradient is greater than the preset gradient, it means that the pressure is large, and the driver may be continuously reciprocating or fast stepping on the brake pedal. It is considered that the braking operation meets the preset condition, wherein the preset gradient can be obtained by derivation of the pressure value of the pedal force simulator detected when the brake pedal is stepped on at a medium speed or a low speed. For example, the travel of the brake pedal is detected, and the travel change speed is calculated. If the travel change speed is greater than the preset speed, it is considered that the brake pedal is stepped on quickly, and it is determined that the braking operation meets the preset condition. For another example, if it is detected that the number of times the brake pedal is stepped on is greater than the preset number within the preset time period, it is considered that the brake pedal is stepped on continuously and reciprocatingly, and it is determined that the braking operation meets the preset condition.

[0039] It can be understood that the present disclosure aims at compensating the braking force in a specific scenario of rapidly or continuously pressing the brake pedal.

[0040] Step S130: Compensate the first braking force of the vehicle by using the braking force compensation value to obtain a second braking force.

[0041] The first braking force is compensated by the braking force compensation value to obtain the second braking force. It can be understood that the second braking force is the force value after the first braking force is compensated.

[0042] Exemplarily, the first braking force is compensated in the following manner:

[0043] Among them, Pt is the second braking force, is the first braking force, is the braking force compensation value.

[0044] Step S140: braking the vehicle by using the second braking force.

[0045] The wheels are controlled by the second braking force to brake the vehicle.

[0046] Please continue reading Figure 1 In the above scheme, the same curve H1 is used for fast braking, continuous and repeated braking, medium speed braking or slow speed braking. In this embodiment, after compensating the first braking force, refer to Figure 5 For the case where the brake pedal is stepped on at a medium speed or a slow speed, the corresponding curve H1 between the brake pedal stroke and the target braking force is still used. For the case where the brake pedal is stepped on quickly or continuously, after compensating the first braking force in this embodiment, the corresponding curve H2 between the brake pedal stroke and the target braking force is used. Figure 5 , when the target braking force Ptar is consistent, that is, the braking effect is consistent, the travel of the brake pedal is S2 for the case of rapid or continuous stepping on the brake pedal, and the travel of the brake pedal is S1 for the case of medium or slow stepping on the brake pedal, wherein S2 is less than S1. It is not difficult to understand that when the brake pedal is stepped on quickly or continuously, the depth of the brake pedal is smaller than the depth of the brake pedal stepped on at medium or slow speeds, and the same braking effect can be achieved, reducing the influence of the damping characteristics of the pedal force simulator.

[0047] See also Figure 6 , where the horizontal axis is the pressure Ps of the pedal force simulator and the vertical axis is the target braking force Ptar. Figure 6 Middle curve L1 ， is the curve corresponding to the rapid or continuous reciprocating braking of the brake pedal in this embodiment, curve L2 is the curve corresponding to the medium speed braking of the brake pedal, and curve L3 is the curve corresponding to the slow speed braking of the brake pedal. Figure 3 The curve L1 in this embodiment ，, which is closer to the curves L2 and L3 corresponding to slow and medium speed braking.

[0048] The present embodiment provides a vehicle braking method, which determines the first braking force of the vehicle in response to detecting a braking operation on the vehicle; then determines the stroke of the vehicle's brake pedal and determines the pressure value of the pedal force simulator connected to the brake pedal; then obtains a braking force compensation value based on the stroke and / or pressure value; compensates the first braking force of the vehicle by the braking force compensation value to reduce the influence of the damping characteristics of the pedal force simulator, thereby obtaining a second braking force; and brakes the vehicle by the compensated second braking force, so that when the brake pedal is stepped on quickly or continuously, the driver can feel the foot feel force close to that when the brake is stepped on at a medium speed or a slow speed, thereby enhancing the driving experience, improving the driving comfort, and reducing user complaints. In addition, by braking the vehicle by the compensated second braking force, the required braking force can be generated faster, ensuring that the vehicle can be decelerated or stopped in time, thereby improving the safety and comfort of driving.

[0049] In one embodiment, see Figure 7 , step S120 may be as follows: Step S121, obtaining a first compensation value according to the stroke, and obtaining a second compensation value according to the pressure value.

[0050] As a method, the first compensation value can be obtained by: obtaining the pedal speed of the brake pedal according to the stroke, for example, taking the derivative of the stroke to obtain the pedal speed. Then obtaining the first compensation value according to the pedal speed . Exemplarily, if the pedal speed is within a preset speed range, the first compensation value is not 0, and the first compensation value is positively correlated with the pedal speed. If the pedal speed is not within the preset speed range, the first compensation value is 0. For example, Figure 8 is the pedal speed V and the first compensation value The relationship curve diagram is as follows: Figure 8 As shown, the preset speed interval is (Vmin, Vmax). If the pedal speed is within the preset speed interval (Vmin, Vmax), Figure 8 The linear curve shown in the figure is used for compensation. If the pedal speed is not within the preset speed range (Vmin, Vmax), such as the pedal speed is less than or equal to Vmin, no compensation is required to avoid sensitive triggering caused by the driver's slightly faster pedaling. Or if the pedal speed is greater than Vmax, no compensation is required, and the emergency brake function (HBA, Hydraulic Brake Assist) will establish emergency brake pressure.

[0051] Optionally, the preset interval can be obtained in the following manner: Under the condition that the brake pedal stroke is the same, obtain the first pressure of the pedal force simulator corresponding to the medium-speed stepping on the brake pedal, the second pressure of the pedal force simulator corresponding to the slow stepping on the brake pedal, and the third pressure of the pedal force simulator corresponding to the stepping on the brake pedal in the specific scenario targeted by this application. If the difference between the third pressure and the first pressure is greater than the preset difference, or the difference between the third pressure and the second pressure is greater than the preset difference, it means that the foot feel force of stepping on the brake pedal in the specific scenario is significantly heavier than the foot feel force of stepping on the brake pedal at a fast or medium speed, then the third pressure is used as the target pressure. Under different brake pedal strokes, different target pressures that meet the above conditions are obtained, and a target interval is composed of multiple target pressures, thereby determining the target interval. The target interval can be understood as Figure 3 The lower limit of the target interval, that is, the pedal speed corresponding to the minimum target pressure in the target interval is the lower limit Vmin of the preset speed interval. The upper limit of the target interval, that is, the pedal speed corresponding to the maximum target pressure in the target interval is the upper limit Vmax of the preset speed interval, thereby determining the preset speed interval (Vmin, Vmax). The preset speed interval is the interval where the foot feel force becomes significantly heavier. Subsequent compensation based on the preset speed interval can improve the compensation effect in a targeted manner and enhance the subsequent driving experience.

[0052] It should be noted that Figure 8 The compensation curve is not limited to linear, but can also be nonlinear, as long as it can achieve the compensation effect.

[0053] As a method, the second compensation value can be obtained in the following manner: obtain a pressure growth gradient value according to the pressure value. Obtain the second compensation value according to the pressure growth gradient value. If the pressure growth gradient value is within a preset growth interval, the second compensation value is not 0, and the second compensation value is positively correlated with the pressure growth gradient. If the pressure growth gradient value is not within the preset growth interval, the second compensation value is 0, that is, no compensation is performed. For example, Fig. 9 is the pressure increase gradient With the second compensation value The relationship curve diagram is as follows: Fig. 9 As shown, the preset growth interval is ( , ). If the pressure growth gradient value is not within the preset growth range, that is, the pressure growth gradient value is less than , the second compensation value is 0, that is, no compensation is performed to avoid overly sensitive triggering.

[0054] It should be noted that Fig. 9 The compensation curve is not limited to linear, but can also be nonlinear, as long as it can achieve the compensation effect.

[0055] Step S122: Determine a larger one of the first compensation value and the second compensation value as the braking force compensation value.

[0056] For example, the first compensation value Greater than the second compensation value , then determine the first compensation value As braking force compensation value On the contrary, the second compensation value Greater than the first compensation value , then determine the second compensation value As braking force compensation value .

[0057] In another embodiment, step S120 may be as follows: the pedal speed of the brake pedal is obtained according to the stroke. For example, the pedal speed is obtained by taking the derivative of the stroke. Then the braking force compensation value is obtained according to the pedal speed. If the pedal speed is within the preset speed range, the braking force compensation value is not 0, and the braking force compensation value is positively correlated with the pedal speed. If the pedal speed is not within the preset speed range, the braking force compensation value is 0, that is, no compensation is performed.

[0058] It can be understood that, in this embodiment, the first compensation value is directly used As braking force compensation value About the first compensation value For the method of obtaining , please refer to the aforementioned embodiment and will not be described in detail here.

[0059] In another embodiment, step S120 may be as follows: a pressure growth gradient value is obtained according to the pressure value. For example, the pressure value is derived to obtain a pressure growth gradient. Then, the braking force compensation value is obtained according to the pressure growth gradient value. If the pressure growth gradient value is within a preset growth interval, the braking force compensation value is not 0, and the braking force compensation value is positively correlated with the pressure growth gradient. If the pressure growth gradient value is not within the preset growth interval, the braking force compensation value is 0.

[0060] It can be understood that, in this embodiment, the second compensation value is directly used as As braking force compensation value About the second compensation value For the method of obtaining , please refer to the aforementioned embodiment and will not be described in detail here.

[0061] Based on the same inventive concept, the present disclosure provides a vehicle braking device, see Fig.10, the vehicle braking device 200 includes: a response module 210, an acquisition module 220, a compensation module 230 and a braking module 240; a response module 210, configured to determine a first braking force of the vehicle in response to detecting a braking operation on the vehicle; An obtaining module 220, configured to obtain a braking force compensation value according to a travel of a brake pedal of the vehicle and / or a pressure value of a pedal force simulator connected to the brake pedal; A compensation module 230, configured to compensate the first braking force of the vehicle by using the braking force compensation value to obtain a second braking force; The braking module 240 is configured to brake the vehicle by using the second braking force.

[0062] Optionally, the obtaining module 220 includes: A compensation value obtaining module, used for obtaining a first compensation value according to the stroke, and obtaining a second compensation value according to the pressure value; The first braking force compensation value determination module is used to determine the larger one of the first compensation value and the second compensation value as the braking force compensation value.

[0063] Optionally, the compensation value obtaining module includes: a first speed calculation module, configured to obtain a pedal speed of the brake pedal according to the stroke; The first compensation value obtaining module is used to obtain the first compensation value according to the pedal speed.

[0064] Optionally, if the pedal speed is within a preset speed range, the first compensation value is not 0, and the first compensation value is positively correlated with the pedal speed.

[0065] Optionally, if the pedal speed is not within a preset speed range, the first compensation value is 0.

[0066] Optionally, the compensation value obtaining module includes: A first pressure growth gradient value obtaining module, used to obtain a pressure growth gradient value according to the pressure value; The second compensation value obtaining module is used to obtain the second compensation value according to the pressure growth gradient value.

[0067] Optionally, if the pressure growth gradient value is within a preset growth interval, the second compensation value is not 0, and the second compensation value is positively correlated with the pressure growth gradient.

[0068] Optionally, if the pressure growth gradient value is not within a preset growth interval, the second compensation value is 0.

[0069] Optionally, the obtaining module 220 includes: a second speed calculation module, configured to obtain a pedal speed of the brake pedal according to the stroke; The second braking force compensation value determination module is used to obtain the braking force compensation value according to the pedal speed.

[0070] Optionally, the obtaining module 220 includes: A second pressure growth gradient value obtaining module, used to obtain a pressure growth gradient value according to the pressure value; The third braking force compensation value determination module is used to obtain the braking force compensation value according to the pressure growth gradient value.

[0071] Regarding the vehicle braking device 200 in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0072] The present disclosure also provides a computer-readable storage medium having computer program instructions stored thereon. When the program instructions are executed by a processor, the steps of the vehicle braking method provided by the present disclosure are implemented.

[0073] Fig.11 6 is a block diagram of a vehicle 600 according to an exemplary embodiment. For example, the vehicle 600 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 600 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0074] Reference Fig.11 , the vehicle 600 may include various subsystems, for example, an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. The vehicle 600 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of the vehicle 600 may be interconnected by wire or wireless means.

[0075] In some embodiments, the infotainment system 610 may include a communication system, an entertainment system, and a navigation system, among others.

[0076] The perception system 620 may include several sensors for sensing information about the environment around the vehicle 600. For example, the perception system 620 may include a global positioning system (the global positioning system may be a GPS system, or a Beidou system or other positioning systems), an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0077] The decision control system 630 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0078] The drive system 640 may include components that provide powered motion for the vehicle 600. In one embodiment, the drive system 640 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0079] Some or all functions of the vehicle 600 are controlled by a computing platform 650. The computing platform 650 may include at least one processor 651 and a memory 652, and the processor 651 may execute instructions 653 stored in the memory 652.

[0080] The processor 651 may be any conventional processor, such as a commercially available CPU. The processor may also include a graphics processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable Gate Array, FPGA), a system on chip (System on Chip, SOC), an application specific integrated circuit (Application Specific Integrated Circuit, ASIC) or a combination thereof.

[0081] The memory 652 may be implemented by any type of volatile or nonvolatile memory device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk.

[0082] In addition to the instructions 653 , the memory 652 may also store data, such as road maps, route information, and data such as the location, direction, and speed of the vehicle. The data stored in the memory 652 may be used by the computing platform 650 .

[0083] In the embodiment of the present disclosure, the processor 651 may execute instruction 653 to complete all or part of the steps of the above-mentioned vehicle braking method.

[0084] In another exemplary embodiment, a computer-readable storage medium is further provided, on which a computer program is stored. When the computer program is executed by a processor, it is used to perform the above-mentioned vehicle braking method.

[0085] In another exemplary embodiment, a computer program product is also provided, which contains a computer program executable by a programmable device and has code portions for performing the above-mentioned vehicle braking method when executed by the programmable device.

[0086] In summary, the present disclosure provides a vehicle braking method, device, vehicle, medium and program product, which, in response to detecting a braking operation on the vehicle, determines the first braking force of the vehicle; then determines the stroke of the vehicle's brake pedal, and determines the pressure value of the pedal force simulator connected to the brake pedal; then obtains a braking force compensation value based on the stroke and / or pressure value; compensates the first braking force of the vehicle by the braking force compensation value to reduce the influence of the damping characteristics of the pedal force simulator, thereby obtaining a second braking force; and brakes the vehicle by the compensated second braking force, and when the brake pedal is stepped on quickly or continuously, the driver can feel the foot feel force when the brake is stepped on at a speed close to medium or slow, thereby enhancing the driving experience, improving driving comfort, and reducing user complaints. In addition, by braking the vehicle by the compensated second braking force, the required braking force can be generated faster, ensuring that the vehicle can be decelerated or stopped in time, thereby improving driving safety and comfort.

[0087] Those skilled in the art may also understand that the various illustrative logical blocks and steps listed in the embodiments of the present application may be implemented by electronic hardware, computer software, or a combination of the two. Whether such functions are implemented by hardware or software depends on the specific application and the design requirements of the entire system. Those skilled in the art may use various methods to implement the functions described for each specific application, but such implementation should not be understood as exceeding the scope of protection of the embodiments of the present application.

[0088] In addition, the word "exemplary" is used herein to indicate serving as an example, instance, or diagram. Any aspect or design described as "exemplary" in this article is not necessarily understood to be advantageous compared to other aspects or designs. On the contrary, the use of the word exemplary is intended to present concepts in a specific way. As used herein, the term "or" is intended to represent an inclusive "or" rather than an exclusive "or". That is, unless otherwise specified or clear from the context, "X applies A or B" is intended to represent any one of the natural inclusive arrangements. That is, if X applies A; X applies B; or X applies both A and B, "X applies A or B" is satisfied under any of the aforementioned examples. In addition, unless otherwise specified or clearly pointed to a singular form from the context, the articles "one" and "an" as used in this application and the appended claims are generally understood to mean "one or more".

[0089] Likewise, although the present disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art after reading and understanding the specification and drawings. The present disclosure includes all such modifications and variations and is limited only by the scope of the claims. In particular, with respect to the various functions performed by the components (e.g., elements, resources, etc.) described above, unless otherwise indicated, the terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the specific functions of the described components, even if the structure is not equivalent to the disclosed structure. In addition, although specific features of the present disclosure may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations as may be desired and conducive to any given or specific application. In addition, with respect to "including", "having", "having", "having", or variations thereof used in a specific embodiment or claim, such terms are intended to be inclusive in a manner similar to the term "comprising".

[0090] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any modification, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary techniques in the art that are not disclosed in the present disclosure. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present disclosure are indicated by the appended claims.

[0091] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

[0092] It should be understood that, unless otherwise clearly specified and limited, the terms "joining", "attaching", "installing", "connecting", "connecting", "fixing" and the like used in the embodiments of the present disclosure should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral one; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly limited. For ordinary technicians in this field, the specific meanings of the above terms in this article can be understood according to specific circumstances.

[0093] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description herein, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

Claims

1. A vehicle braking method, characterized in that: The method comprises: In response to detecting a braking operation on a vehicle, determining a first braking force of the vehicle; Obtaining a braking force compensation value according to a travel of a brake pedal of the vehicle and / or a pressure value of a pedal force simulator connected to the brake pedal; Compensating the first braking force of the vehicle by using the braking force compensation value to obtain a second braking force; The vehicle is braked by the second braking force.

2. The method according to claim 1, characterized in that: The step of obtaining a braking force compensation value according to a travel of a brake pedal of the vehicle and a pressure value of a pedal force simulator connected to the brake pedal comprises: obtaining a first compensation value according to the stroke, and obtaining a second compensation value according to the pressure value; A larger one of the first compensation value and the second compensation value is determined as the braking force compensation value.

3. The method according to claim 2, characterized in that The obtaining a first compensation value according to the stroke includes: obtaining a pedal speed of the brake pedal according to the stroke; The first compensation value is obtained according to the pedal speed.

4. The method according to claim 3, characterized in that If the pedal speed is within a preset speed range, the first compensation value is not 0, and the first compensation value is positively correlated with the pedal speed.

5. The method according to claim 3, characterized in that: If the pedal speed is not within the preset speed range, the first compensation value is 0.

6. The method according to claim 2, characterized in that The obtaining a second compensation value according to the pressure value comprises: Obtaining a pressure growth gradient value according to the pressure value; The second compensation value is obtained according to the pressure growth gradient value.

7. The method according to claim 6, characterized in that If the pressure growth gradient value is within a preset growth interval, the second compensation value is not 0, and the second compensation value is positively correlated with the pressure growth gradient.

8. The method according to claim 6, characterized in that If the pressure increase gradient value is not within the preset increase range, the second compensation value is 0.

9. The method according to claim 1, characterized in that: The step of obtaining a braking force compensation value according to the travel of the brake pedal comprises: obtaining a pedal speed of the brake pedal according to a stroke of the brake pedal; The braking force compensation value is obtained according to the pedal speed.

10. The method according to claim 1, characterized in that The step of obtaining a braking force compensation value according to a pressure value of a pedal force simulator connected to the brake pedal comprises: obtaining a pressure growth gradient value according to a pressure value of a pedal force simulator connected to the brake pedal; The braking force compensation value is obtained according to the pressure growth gradient value.

11. The method according to any one of claims 1 to 10, characterized in that: The method further comprises: When the braking operation meets a preset condition, a travel of a brake pedal of the vehicle is determined, and a pressure value of a pedal force simulator connected to the brake pedal is determined.

12. A vehicle braking device, characterized in that: The device comprises: a response module, configured to determine a first braking force of the vehicle in response to detecting a braking operation on the vehicle; an obtaining module, configured to obtain a braking force compensation value according to a travel of a brake pedal of the vehicle and / or a pressure value of a pedal force simulator connected to the brake pedal; a compensation module, configured to compensate the first braking force of the vehicle by using the braking force compensation value to obtain a second braking force; A braking module is used to brake the vehicle through the second braking force.

13. A vehicle, characterized in that: include: processor; a memory for storing processor-executable instructions; Wherein, the processor is configured to: In response to detecting a braking operation on a vehicle, determining a first braking force of the vehicle; Obtaining a braking force compensation value according to a travel of a brake pedal of the vehicle and / or a pressure value of a pedal force simulator connected to the brake pedal; Compensating the first braking force of the vehicle by using the braking force compensation value to obtain a second braking force; The vehicle is braked by the second braking force.

14. 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 described in any one of claims 1 to 11 are implemented.

15. A computer program product, characterized in that The invention comprises a computer program which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 11.

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