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

Abstract

The present disclosure provides a vehicle braking method, device, vehicle, medium and program product, which relate to the field of vehicle technology. The method comprises: determining a first braking force of the vehicle in response to detecting a braking operation on the vehicle; obtaining a braking force compensation value according to a travel of the vehicle's brake pedal 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 reduce the influence of the damping characteristics of the pedal force simulator, thereby obtaining a second braking force; braking 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 force close to that when the brake is stepped on at a medium speed or a slow speed, and braking the vehicle by the compensated second braking force can generate the required braking force more quickly, ensuring that the vehicle can decelerate or stop in time, thereby improving driving safety and comfort.

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] A pedal force simulator is a force feedback device that simulates the actual operation of the brake pedal. Currently, vehicle braking systems typically use a hydraulic pedal force simulator to simulate the feel of the driver's braking. However, due to the damping characteristics of the pedal force simulator, the relationship between the force feedback from the pedal force simulator and pedal travel can change in certain scenarios, such as when the driver rapidly or continuously applies the brake pedal. This can result in a difficult-to-depress brake pedal and an inability to reduce vehicle speed, which can reduce driving comfort and safety. Summary of the Invention

[0003] 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 stroke 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, 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 means of the braking force compensation value to obtain a second braking force; and a braking module for braking the vehicle by means of 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, comprising 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 solutions provided by the embodiments of the present disclosure may have the following beneficial effects:

[0020] Compensating the vehicle's first braking force with the braking force compensation value reduces the impact of the pedal force simulator's damping characteristics on vehicle braking. Consequently, braking the vehicle with the compensated second braking force allows the driver to experience a force closer to that of a moderate or slow brake pedal application when rapidly or continuously applying the brake pedal, thereby enhancing the driving experience and improving driving comfort. Furthermore, because the compensated second braking force mitigates the impact of the damping characteristics on vehicle braking, braking with the compensated second braking force makes it easier to generate the required braking force, ensuring timely deceleration or stopping of the vehicle, thereby improving driving safety and comfort.

[0021] 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 disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] 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.

[0023] Figure 1 It is a curve diagram between brake pedal travel and target braking force;

[0024] Figure 2 It is a graph showing the relationship between the brake pedal travel and the pressure of the pedal force simulator;

[0025] Figure 3 It is a schematic diagram of the curve between the pressure of the pedal force simulator and the target braking force;

[0026] Figure 4 is a flow chart of a vehicle braking method provided by an embodiment of the present disclosure;

[0027] Figure 5 It is a curve diagram between brake pedal travel and target braking force;

[0028] Figure 6 It is a schematic diagram of the curve between the pressure of the pedal force simulator and the target braking force;

[0029] Figure 7 yes Figure 4 Schematic diagram of sub-steps of step S120;

[0030] Figure 8 is a schematic diagram of a curve corresponding to the first compensation value;

[0031] Figure 9 is a schematic diagram of a curve corresponding to the second compensation value;

[0032] Figure 10 is a block diagram of a vehicle braking device according to an exemplary embodiment;

[0033] Figure 11 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0034] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all possible embodiments consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.

[0035] The brake pedal is a device used to control the vehicle's braking. It is connected to the wheel brakes through a mechanical or hydraulic system. When the driver presses the brake pedal, a series of braking reactions is triggered, ultimately slowing the vehicle to a stop. A pedal force simulator is a force feedback device that simulates the actual operation of the brake pedal. The simulator simulates the feel of the brake pedal and provides braking feedback to the driver.

[0036] Currently, vehicle braking systems, 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 respectively detect the pedal stroke signal and the simulator pressure signal, 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.

[0037] There are three ways for the brake system to calculate braking force:

[0038] (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.

[0039] (2) Calculation method based on simulator hydraulic pressure: The simulator hydraulic pressure is used as a variable and calibrated to the target braking force for different drivers. Specifically, the greater the pressure, the greater the target braking force. Because the simulator pressure curve varies under different working conditions, it is not accurate for identifying the driver's intention, resulting in inaccurate vehicle speed changes during braking.

[0040] (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 values is used.

[0041] The inventors have found that in the prior art, the corresponding curve H1 between the brake pedal stroke and the target braking force can be as follows: Figure 1 As shown, it means that no matter at what speed the brake pedal is depressed, the relationship between the brake pedal stroke S and the target braking force Ptar remains Figure 1 However, the above calculation method 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 rapid or continuous reciprocating braking of the brake pedal, the curve L2 is the curve corresponding to medium-speed braking of the brake pedal, and the curve L3 is the curve corresponding to slow or continuous reciprocating braking of the brake pedal. When the brake pedal is depressed for the same distance, 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 As can be seen, Ps1 is greater than Ps2, and Ps2 is greater than Ps3. It's easy to see that, due to the damping characteristics of the pedal force simulator, for the same brake pedal stroke, rapid or continuous reciprocating application of the brake pedal requires greater force than rapid or moderate application. This translates to a greater driving experience when rapidly or continuously reciprocating the brake pedal to achieve the same braking effect as moderate or slow application. This braking effect can be demonstrated through a decrease in vehicle speed or overall vehicle deceleration.

[0042] 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 rapid or continuous reciprocating braking of the brake pedal, the curve L2 is the curve corresponding to medium-speed braking of the brake pedal, and the curve L3 is the curve corresponding to slow braking of the 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 quickly or continuously pressing the brake pedal is greater than the force fed back by pressing the brake pedal at a medium speed or slowly, which means that the foot force feels heavier when pressing the brake pedal quickly or continuously. Figure 3 Area Q in the middle indicates a severely degraded feel, with the foot pressure feeling heavier. This also means that, given the same foot pressure, rapid or continuous braking will produce less effective results than moderate or slow braking.

[0043] Therefore, it can be seen that due to the damping characteristics of the pedal force simulator, the relationship between the force reported by the pedal force simulator and pedal depth will change in specific scenarios, such as when the driver quickly or continuously applies the brake pedal. This change is reflected in the driving experience as uneven braking force, a hard brake pedal, increased foot force, a persistent slowdown, and insufficient deceleration. All of these factors reduce driving comfort and safety, leading to user complaints.

[0044] To solve the above problems, the present disclosure provides a vehicle braking method, see Figure 4 , the vehicle braking method can be applied to Figure 10 The vehicle brake device 200 shown, Figure 11 The vehicle 600, computer program product and computer readable storage medium shown in FIG. In this embodiment, the application to a vehicle is taken as an example. Figure 4 The process shown is described in detail, and the vehicle braking method may specifically include the following steps:

[0045] Step S110 : In response to detecting a braking operation on the vehicle, determining a first braking force of the vehicle.

[0046] To ensure driving safety, the driver may perform a braking operation, such as stepping on the brake pedal, when meeting another vehicle, traveling downhill, crossing a pedestrian crossing, when the vehicle ahead is braking, or when there is a blind spot. In response to detecting the braking operation, the vehicle determines the first braking force.

[0047] 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 the server connected to the vehicle may calculate the first braking force using built-in software based on the vehicle's brake pedal travel and / or the pressure value of a pedal force simulator connected to the brake pedal. The calculation of the first braking force can refer to the aforementioned methods for calculating a target pressure based on pedal travel, calculating based on simulator hydraulic pressure, and calculating a target pressure based on both pedal travel and simulator pressure, which are not further described here.

[0048] Step S120: Obtain a braking force compensation value according to the travel of the vehicle's brake pedal and / or the pressure value of a pedal force simulator connected to the brake pedal.

[0049] 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 interference of the pedal force simulator damping characteristic on braking when the brake pedal is stepped on quickly or continuously.

[0050] The brake pedal is equipped with a brake travel sensor, which measures the distance traveled when the driver steps on the brake pedal. Furthermore, the pedal force simulator is equipped with a simulator pressure sensor, which measures the pressure of the pedal force simulator.

[0051] In one embodiment, if the braking operation satisfies a preset condition, the vehicle's brake pedal travel and the pressure value of a pedal force simulator connected to the brake pedal are determined. As one approach, if the braking operation indicates that the driver is rapidly or continuously pressing the brake pedal, the braking operation is determined to have satisfied the preset condition. For example, the pressure value of the pedal force simulator is detected and the derivative of the pressure value is taken to obtain a pressure growth gradient. If the pressure growth gradient is greater than a preset gradient, it indicates that the pressure is high and the driver may be continuously or rapidly pressing the brake pedal. The braking operation is determined to have satisfied the preset condition. The preset gradient can be obtained by taking the derivative of the pressure value of the pedal force simulator detected when the brake pedal is pressed at a medium or low speed. For example, the brake pedal travel is detected and the travel change rate is calculated. If the travel change rate is greater than a preset rate, it is determined that the brake pedal is rapidly pressed, and the braking operation is determined to have satisfied the preset condition. For another example, if the brake pedal is pressed more than a preset number of times within a preset time period, it is determined that the brake pedal is continuously pressed, and the braking operation is determined to have satisfied the preset condition.

[0052] It can be understood that the present disclosure compensates for the braking force in a specific scenario in which the brake pedal is stepped on quickly or continuously.

[0053] Step S130: Compensate the first braking force of the vehicle using the braking force compensation value to obtain a second braking force.

[0054] 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 compensating the first braking force.

[0055] Exemplarily, the first braking force is compensated in the following manner:

[0056]

[0057] Among them, Pt is the second braking force, is the first braking force, is the braking force compensation value.

[0058] Step S140: Braking the vehicle by using the second braking force.

[0059] The wheels are controlled by the second braking force to brake the vehicle.

[0060] 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 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 moderate or 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, the corresponding curve H2 between the brake pedal stroke and the target braking force is used in this embodiment. Figure 5 When the target braking force Ptar is consistent, that is, the braking effect is consistent, the brake pedal travel is S2 for rapid or continuous braking, and S1 for moderate or slow braking, where S2 is less than S1. It is easy to understand that rapid or continuous braking can achieve the same braking effect even when the brake pedal is depressed less deeply than when it is depressed at moderate or slow speeds, thus reducing the impact of the pedal force simulator's damping characteristics.

[0061] 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 rapid or continuous reciprocating braking of the brake pedal in this embodiment, curve L2 is the curve corresponding to medium-speed braking of the brake pedal, and curve L3 is the curve corresponding to slow 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.

[0062] This embodiment provides a vehicle braking method that, in response to detecting a braking operation on the vehicle, determines a first braking force of the vehicle; then determines the travel of the vehicle's brake pedal and the pressure value of a pedal force simulator connected to the brake pedal; then obtains a braking force compensation value based on the travel and / or pressure value; compensates the first braking force of the vehicle using the braking force compensation value to reduce the impact of the damping characteristics of the pedal force simulator, thereby obtaining a second braking force; and brakes the vehicle using the compensated second braking force. When the brake pedal is rapidly or continuously depressed, the driver can feel a foot force similar to that of a moderate or slow braking operation, thereby enhancing the driving experience, improving driving comfort, and reducing user complaints. Furthermore, braking the vehicle using the compensated second braking force can generate the required braking force more quickly, ensuring that the vehicle can decelerate or stop in a timely manner, thereby improving driving safety and comfort.

[0063] In one embodiment, see Figure 7 , step S120 may be performed as follows:

[0064] Step S121 : obtaining a first compensation value according to the stroke, and obtaining a second compensation value according to the pressure value.

[0065] 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, the first compensation value is obtained according to the pedal speed. For example, 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 range is (Vmin, Vmax). If the pedal speed is within the preset speed range (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 when the pedal speed is less than or equal to Vmin, no compensation is performed to avoid sensitive triggering caused by the driver's slightly faster pedaling. If the pedal speed is greater than Vmax, no compensation is performed and the emergency brake function (HBA, Hydraulic Brake Assist) will build emergency brake pressure.

[0066] Optionally, the preset interval can be obtained in the following way: when 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. Different target pressures that meet the above conditions are obtained under different brake pedal strokes, 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 range, i.e., the pedal speed corresponding to the minimum target pressure within the target range, is the lower limit of the preset speed range, Vmin. The upper limit of the target range, i.e., the pedal speed corresponding to the maximum target pressure within the target range, is the upper limit of the preset speed range, Vmax. This determines the preset speed range (Vmin, Vmax). The preset speed range is where the foot feel noticeably increases. Subsequent compensation based on the preset speed range can improve the compensation effect and the subsequent driving experience.

[0067] It should be noted that Figure 8 The compensation curve is not limited to linear, it can also be nonlinear, as long as it can achieve the compensation effect.

[0068] As a method, the second compensation value can be obtained by: obtaining a pressure growth gradient value according to the pressure value. Obtaining 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, Figure 9 is the pressure growth gradient value With the second compensation value The relationship curve diagram is as follows: Figure 9 As shown, the preset growth range 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.

[0069] It should be noted that Figure 9 The compensation curve is not limited to linear, it can also be nonlinear, as long as it can achieve the compensation effect.

[0070] Step S122: Determine the larger one of the first compensation value and the second compensation value as the braking force compensation value.

[0071] 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 .

[0072] In another embodiment, step S120 may be performed as follows: a pedal speed of the brake pedal is obtained based on the travel. For example, the travel is differentiated to obtain the pedal speed. The braking force compensation value is then obtained based on the pedal speed. If the pedal speed is within a preset speed range, the braking force compensation value is non-zero, 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 zero, i.e., no compensation is performed.

[0073] 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 again here.

[0074] In another embodiment, step S120 may be performed as follows: a pressure growth gradient value is obtained based on the pressure value. For example, the pressure value is differentiated to obtain the pressure growth gradient. The braking force compensation value is then obtained based on the pressure growth gradient value. If the pressure growth gradient value is within a preset growth range, the braking force compensation value is non-zero, 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 range, the braking force compensation value is zero.

[0075] It can be understood that, in this embodiment, the second compensation value is directly used 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 again here.

[0076] Based on the same inventive concept, the present disclosure provides a vehicle braking device, see Figure 10, the vehicle braking device 200 includes: a response module 210, an acquisition module 220, a compensation module 230 and a braking module 240;

[0077] a response module 210 for determining a first braking force of the vehicle in response to detecting a braking operation on the vehicle;

[0078] 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;

[0079] a compensation module 230, configured to compensate the first braking force of the vehicle using the braking force compensation value to obtain a second braking force;

[0080] The braking module 240 is configured to brake the vehicle using the second braking force.

[0081] Optionally, the obtaining module 220 includes:

[0082] a compensation value obtaining module, configured to obtain a first compensation value according to the stroke, and obtain a second compensation value according to the pressure value;

[0083] The first braking force compensation value determining module is configured to determine a larger one of the first compensation value and the second compensation value as the braking force compensation value.

[0084] Optionally, the compensation value obtaining module includes:

[0085] a first speed calculation module, configured to obtain a pedal speed of the brake pedal according to the stroke;

[0086] The first compensation value obtaining module is configured to obtain the first compensation value according to the pedal speed.

[0087] 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.

[0088] Optionally, if the pedal speed is not within a preset speed range, the first compensation value is 0.

[0089] Optionally, the compensation value obtaining module includes:

[0090] a first pressure growth gradient value obtaining module, configured to obtain a pressure growth gradient value according to the pressure value;

[0091] The second compensation value obtaining module is used to obtain the second compensation value according to the pressure growth gradient value.

[0092] 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.

[0093] Optionally, if the pressure growth gradient value is not within a preset growth interval, the second compensation value is 0.

[0094] Optionally, the obtaining module 220 includes:

[0095] a second speed calculation module, configured to obtain a pedal speed of the brake pedal according to the stroke;

[0096] A second braking force compensation value determination module is configured to obtain the braking force compensation value according to the pedal speed.

[0097] Optionally, the obtaining module 220 includes:

[0098] a second pressure growth gradient value obtaining module, configured to obtain a pressure growth gradient value according to the pressure value;

[0099] A third braking force compensation value determination module is configured to obtain the braking force compensation value according to the pressure growth gradient value.

[0100] 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.

[0101] 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.

[0102] Figure 11 FIG6 is a block diagram illustrating a vehicle 600 according to an exemplary embodiment. For example, vehicle 600 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or another type of vehicle. Vehicle 600 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0103] Reference Figure 11 Vehicle 600 may include various subsystems, such as an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. Vehicle 600 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and each component of vehicle 600 may be interconnected via wired or wireless means.

[0104] In some embodiments, the infotainment system 610 may include a communication system, an entertainment system, a navigation system, and the like.

[0105] The perception system 620 may include several sensors for sensing information about the environment surrounding the vehicle 600. For example, the perception system 620 may include a global positioning system (which may be a GPS system, a BeiDou system, or another positioning system), an inertial measurement unit (IMU), a laser radar, a millimeter-wave radar, an ultrasonic radar, and a camera.

[0106] The decision control system 630 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0107] The drive system 640 may include components that provide power to 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 an internal combustion engine, an electric motor, an air compression engine, or a combination thereof. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0108] 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. The processor 651 may execute instructions 653 stored in the memory 652.

[0109] The processor 651 can be any conventional processor, such as a commercially available CPU. The processor can also include a graphics processor (GPU), a field programmable gate array (FPGA), a system on chip (SOC), an application specific integrated circuit (ASIC), or a combination thereof.

[0110] The memory 652 may be implemented by any type of volatile or non-volatile 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.

[0111] In addition to instructions 653 , memory 652 may also store data, such as road maps, route information, and vehicle location, direction, speed, etc. The data stored in memory 652 may be used by computing platform 650 .

[0112] In the embodiment of the present disclosure, the processor 651 may execute the instruction 653 to complete all or part of the steps of the above-mentioned vehicle braking method.

[0113] 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.

[0114] In another exemplary embodiment, a computer program product is also provided. The computer program product includes a computer program executable by a programmable device, and has code portions for performing the above-described vehicle braking method when executed by the programmable device.

[0115] In summary, the present disclosure provides a vehicle braking method, device, vehicle, medium, and program product. In response to detecting a braking operation on the vehicle, the method determines a first braking force of the vehicle; then determines the travel of the vehicle's brake pedal and the pressure value of a pedal force simulator connected to the brake pedal; then, based on the travel and / or pressure value, obtains a braking force compensation value; compensates the first braking force of the vehicle using 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 using the compensated second braking force. When the brake pedal is stepped on quickly or continuously, the driver can feel a foot force close to that of a moderate or slow brake, thereby enhancing the driving experience, improving driving comfort, and reducing user complaints. Furthermore, braking the vehicle using the compensated second braking force can generate the required braking force more quickly, ensuring that the vehicle can decelerate or stop in a timely manner, thereby improving driving safety and comfort.

[0116] Those skilled in the art will also understand that the various illustrative logical blocks and steps listed in the embodiments of this application can be implemented through electronic hardware, computer software, or a combination of both. Whether such functions are implemented through 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 described functions for each specific application, but such implementation should not be construed as exceeding the scope of protection of the embodiments of this application.

[0117] Furthermore, the word "exemplary" is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as advantageous over other aspects or designs. Rather, the use of the word exemplary is intended to present concepts in a concrete manner. As used herein, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or." That is, unless otherwise specified or clear from the context, "X applies to A or B" is intended to mean any of the natural inclusive permutations. That is, if X applies to A; X applies to B; or X applies to both A and B, then "X applies to A or B" satisfies any of the aforementioned instances. Furthermore, the articles "a" and "an," as used in this application and the appended claims, are generally understood to mean "one or more," unless otherwise specified or clear from the context to refer to the singular form.

[0118] 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 upon reading and understanding this specification and the accompanying drawings. The present disclosure includes all such modifications and variations and is limited only by the scope of the claims. With particular regard to the various functions performed by the components described above (e.g., elements, resources, etc.), unless otherwise indicated, terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the specific function of the described component, even if not structurally equivalent to the disclosed structure. In addition, although particular 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 advantageous for any given or particular application. Furthermore, to the extent that the terms "include," "have," "have," "have," or variations thereof are used in the detailed description or claims, such terms are intended to be inclusive in a manner similar to the term "comprising."

[0119] 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 variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, with the true scope and spirit of the present disclosure being indicated by the appended claims.

[0120] 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 can be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

[0121] It should be understood that, unless otherwise expressly specified or limited, the terms "join," "attach," "install," "connect," "connect," "fix," etc. used in the embodiments of the present disclosure should be understood in a broad sense. For example, they can be fixedly connected, detachably connected, or integrated; they can be mechanically connected, electrically connected, or communicable with each other; they can be directly connected, or indirectly connected through an intermediate medium, and they can be internally connected between two elements or an interactive relationship between two elements, unless otherwise expressly limited. For those skilled in the art, the specific meanings of the above terms in this article can be understood according to specific circumstances.

[0122] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include at least one of such features. In this description, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

Claims

1. A vehicle braking method, characterized in that: The method includes: 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, wherein obtaining the braking force compensation value according to the travel of the brake pedal of the vehicle and the pressure value of the 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; determining a larger one of the first compensation value and the second compensation value as the braking force compensation value; 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 obtaining of 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.

3. The method according to claim 2, 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.

4. The method according to claim 2, characterized in that If the pedal speed is not within the preset speed range, the first compensation value is 0.

5. The method according to claim 1, wherein The obtaining of a second compensation value according to the pressure value includes: Obtaining a pressure growth gradient value according to the pressure value; The second compensation value is obtained according to the pressure growth gradient value.

6. The method according to claim 5, 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 value.

7. The method according to claim 5, characterized in that If the pressure growth gradient value is not within the preset growth range, the second compensation value is 0.

8. The method according to any one of claims 1 to 7, characterized in that The method further comprises: When the braking operation meets a preset condition, a stroke 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.

9. 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 first compensation value according to a travel of a brake pedal of the vehicle, and obtain a second compensation value according to a pressure value of a pedal force simulator connected to the brake pedal; and determine a larger one of the first compensation value and the second compensation value as the braking force compensation value; 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 configured to brake the vehicle using the second braking force.

10. 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 first compensation value according to a stroke of a brake pedal of the vehicle, and obtaining a second compensation value according to a pressure value of a pedal force simulator connected to the brake pedal; determining a larger one of the first compensation value and the second compensation value as a braking force compensation value; 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.

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 8 are implemented.

12. A computer program product, characterized in that The invention comprises a computer program, which implements the steps of the method according to any one of claims 1 to 8 when the computer program is executed by a processor.

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