Comfortable braking control method and device and storage medium

Abstract

The invention discloses a comfortable braking control method and device and a storage medium, and relates to the technical field of comfortable braking, and the method comprises the steps that when a vehicle is braked, and the current vehicle speed, the current braking deceleration and the expected braking strength meet preset comfortable braking conditions, a comfortable braking function is started; the comfortable braking function comprises a plurality of control cycles, and in each control cycle, the sum of the downward movement amount of the front suspension and the upward movement amount of the rear suspension is equal to the downward movement amount of the rear vehicle body by adjusting the braking torque of the vehicle and the rigidity of each suspension. By adjusting the braking torque of the vehicle and the rigidity of each suspension, the sum of the downward movement amount of the front suspension and the upward movement amount of the rear suspension is determined to be equal to the downward movement amount of the rear vehicle body, so that the movement posture of the vehicle body is changed from pitching to vertical parallel movement when the vehicle is braked, and the braking comfort is improved while the braking distance is not increased.

Description

Technical Field

[0001] The present application relates to the technical field of comfortable braking, and in particular to a comfortable braking control method, device and storage medium. Background Art

[0002] Comfort braking is a function that uses an intelligent braking system to improve the ride comfort of the vehicle when braking. It controls the braking pressure to weaken the deceleration impact and make the entire parking process smooth. The advantage of the comfort braking function is that it can avoid the vehicle's forward tilt and backward rebound during braking, reduce the discomfort of the driver and passengers, and improve the user experience.

[0003] The comfort braking of existing automobiles is generally implemented based on EHB (Electric Hydraulic Brake), which is mainly implemented by reducing the hydraulic pressure of the braking system through the CST (Comfort Stop Traction) module to reduce the braking force and reduce the center of gravity shift of the vehicle. The object of control is the hydraulic pressure of the brake master cylinder, but this solution can only slow down the amplitude of braking pitch but cannot completely eliminate it, which reduces the braking comfort and significantly prolongs the braking distance during braking. Summary of the invention

[0004] The present application provides a comfortable braking control method, device and storage medium, which can completely eliminate the pitching movement of the vehicle body during vehicle braking without increasing the braking distance, thereby improving the braking comfort.

[0005] In a first aspect, an embodiment of the present application provides a comfort braking control method, the method comprising:

[0006] When the vehicle brakes and the current vehicle speed, current braking deceleration and expected braking intensity meet the preset comfort braking conditions, the comfort braking function is turned on;

[0007] The comfort braking function includes a plurality of control cycles. In each control cycle, the braking torque of the vehicle and the rigidity of each suspension are adjusted so that the sum of the downward displacement of the front suspension and the upward displacement of the rear suspension is equal to the downward displacement of the rear vehicle body.

[0008] The method adjusts the braking torque of the vehicle and the rigidity of each suspension to determine that the sum of the downward displacement of the front suspension of the vehicle and the upward displacement of the rear suspension of the vehicle is equal to the downward displacement of the rear body of the vehicle, thereby changing the movement posture of the vehicle body from pitching to vertical parallel movement when the vehicle brakes, thereby improving the braking comfort without increasing the braking distance.

[0009] In combination with the first aspect, in one implementation, the preset comfort braking condition includes:

[0010] The current vehicle speed is lower than a first vehicle speed threshold, the current braking deceleration is higher than a first vehicle deceleration threshold, and the expected braking intensity is within a first expected braking intensity range.

[0011] In combination with the first aspect, in one implementation, the step of activating the comfort braking function includes:

[0012] Acquiring the number of braking times and a first vehicle speed-time curve of the vehicle within a first preset judgment time;

[0013] Determining a usage scenario of the vehicle according to the number of braking times of the vehicle and a first vehicle speed-time curve;

[0014] The usage scenarios include highways, urban roads, bumpy roads and low-speed following;

[0015] According to the usage scenario of the vehicle, adjust the preset parameters of each suspension, caliper and braking system, and turn on the comfort braking function.

[0016] In combination with the first aspect, in one implementation, according to the usage scenario of the vehicle, adjusting the preset parameters of each suspension, caliper and brake system includes:

[0017] When the vehicle is used on a highway, adjusting the rigidity and damping parameters of each suspension;

[0018] When the vehicle is used on an urban road, adjusting the clamping parameters of the caliper;

[0019] When the vehicle is used on a bumpy road or following a vehicle at a low speed, the braking force distribution parameters of the braking system are adjusted.

[0020] In combination with the first aspect, in one implementation, after the comfort braking function is turned on, the method further includes:

[0021] The vehicle's instrument panel indicates that the comfort brake function is switched on.

[0022] In combination with the first aspect, in one embodiment, adjusting the braking torque of the vehicle and the rigidity of each suspension so that the sum of the downward displacement of the front suspension and the upward displacement of the rear suspension is equal to the downward displacement of the rear vehicle body includes:

[0023] Adjusting the rigidity of the front suspension of the vehicle and changing the rise amount of the rear suspension;

[0024] The rigidity of the rear suspension of the vehicle and the braking torque of the vehicle are adjusted to change the downward displacement of the front suspension and the downward displacement of the rear body so that the sum of the downward displacement of the front suspension and the upward displacement of the rear suspension is equal to the downward displacement of the rear body.

[0025] In a second aspect, an embodiment of the present application provides a comfort braking control device based on any one of the above methods, the device comprising:

[0026] A start module is used to start the comfort braking function when the vehicle brakes and the current vehicle speed, current braking deceleration and expected braking intensity meet the preset comfort braking conditions;

[0027] a caliper control module, for adjusting the braking torque of the vehicle;

[0028] A suspension control module, used for adjusting the rigidity of each suspension of the vehicle;

[0029] The comfort braking function module includes multiple control loops, which are used to control the adjustment of the caliper control module and the suspension control module in each control loop so that the sum of the downward movement of the front suspension and the upward movement of the rear suspension is equal to the downward movement of the rear body.

[0030] The device adjusts the braking torque of the vehicle and the rigidity of each suspension to determine that the sum of the downward displacement of the front suspension of the vehicle and the upward displacement of the rear suspension of the vehicle is equal to the downward displacement of the rear body of the vehicle, thereby changing the movement posture of the vehicle body from pitching to up and down parallel movement when the vehicle brakes, thereby improving the braking comfort without increasing the braking distance.

[0031] In combination with the second aspect, in one implementation, the caliper control module adjusts the braking torque of the vehicle by separately controlling the clamping force of each wheel caliper.

[0032] In conjunction with the second aspect, in one implementation, the device further includes:

[0033] The scene judgment module is used to determine the use scene of the vehicle according to the number of braking times of the vehicle and the first vehicle speed-time curve.

[0034] In a third aspect, an embodiment of the present application provides a storage medium on which a computer program is stored, characterized in that when the computer program is processed by a processor, the steps of any of the above methods are implemented.

[0035] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0036] The present application adjusts the braking torque of the vehicle and the rigidity of each suspension to determine that the sum of the downward displacement of the front suspension and the upward displacement of the rear suspension is equal to the downward displacement of the rear vehicle body, thereby changing the movement posture of the vehicle body during braking from pitching to up and down parallel movement, thereby improving braking comfort without increasing the braking distance. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1This is a flow chart of a comfortable braking control method according to an embodiment of the present application;

[0038] Figure 2 This is a comparison of the changes in vehicle body posture when braking for vehicles with and without the CST function;

[0039] Figure 3 This is a schematic diagram of the height change of the rear vehicle body when the vehicle brakes in the embodiment of the present application;

[0040] Figure 4 This is a schematic diagram of the structure of the VM controller in an embodiment of the present application;

[0041] Figure 5 This is a schematic diagram of the connection between the VM controller and each wheel control component according to an embodiment of the present application. DETAILED DESCRIPTION

[0042] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0043] First, some technical terms in the present application are explained to facilitate those skilled in the art to understand the present application.

[0044] Comfort braking: A vehicle braking technology that aims to improve the comfort of drivers and passengers during braking. It reduces the nodding and raising of the vehicle during braking by intelligently adjusting the braking force, thereby reducing the discomfort caused by changes in the vehicle's posture for drivers and passengers. Its ultimate goal is to provide a smoother and more comfortable braking experience while ensuring braking safety.

[0045] EMB (Electric Mechanical Brake): An automotive braking system that combines electronic technology with mechanical braking. It uses sensors, controllers and other electronic devices to monitor the vehicle's operating status in real time and automatically adjust the braking system's response as needed. It uses electrical energy as its energy source, drives pads through motors, transmits energy through wires, and transmits signals through data lines.

[0046] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0047] First, please refer to Figure 1 , Figure 1The flowchart of the comfortable braking control method of the embodiment of the present application is shown in FIG. The comfortable braking control method provided in the embodiment includes the following steps:

[0048] Step S1: When the vehicle is braking and the current vehicle speed, current braking deceleration and expected braking intensity meet the preset comfort braking conditions, the comfort braking function is turned on. The above comfort braking function includes multiple control cycles.

[0049] Step S2: In each control cycle, by adjusting the braking torque of the vehicle and the rigidity of each suspension, the sum of the downward displacement of the front suspension and the upward displacement of the rear suspension of the vehicle is equal to the downward displacement of the rear vehicle body.

[0050] When a vehicle without CST function brakes, it will experience a natural process of axle load transfer. This process is caused by the inertia principle in physics, which is manifested as an increase in the axle load of the front wheel of the vehicle and a corresponding decrease in the axle load of the rear wheel of the vehicle.

[0051] When the driver steps on the brake pedal, the vehicle's braking system starts working and the wheels slow down due to the friction from the ground. Since the vehicle is a whole, its overall momentum needs to remain constant. Therefore, when the rear wheels of the vehicle slow down due to the braking friction, the vehicle body will be subject to a forward inertia force. This inertia force will cause the vehicle body to tilt forward, resulting in an increase in the vertical load on the front wheels of the vehicle. Correspondingly, the vertical load on the rear wheels decreases.

[0052] This axle load transfer not only affects the braking distance and stability of the vehicle, but also has a significant impact on the body posture. As the front wheel axle load increases, the contact pressure between the front wheel and the ground increases, causing the front of the vehicle to sink and the front of the vehicle to lower. At the same time, the reduction in the rear wheel axle load reduces the contact pressure between the rear wheel and the ground, and the rear of the vehicle rises relatively, raising the rear of the vehicle. This change in body posture with the front of the vehicle lowered and the rear of the vehicle raised will disrupt the vehicle's originally balanced suspension system state and reduce the comfort of the driver and passengers.

[0053] To address this issue, the current common vehicle CST function reduces the vehicle's axle load transfer by reducing the vehicle's deceleration during braking, but this control logic will only reduce the vehicle's pitch amplitude and significantly extend the vehicle's braking distance.

[0054] Specifically, please refer to Figure 2 , Figure 2 The figure shows the comparison of the vehicle body posture changes during braking for vehicles with and without the CST function.

[0055] exist Figure 2In the figure, the leftmost side shows the body posture of a vehicle without CST function when braking, the middle side shows the body posture of a vehicle with traditional CST function when braking, and the rightmost side shows the body posture of a vehicle when braking after the CST function of the patent is triggered. θ1 and θ2 are both the tilt angles of the vehicle body when braking, θ1>θ2.

[0056] The method adjusts the braking torque of the vehicle and the rigidity of each suspension to determine that the sum of the downward displacement of the front suspension of the vehicle and the upward displacement of the rear suspension of the vehicle is equal to the downward displacement of the rear body of the vehicle, thereby changing the movement posture of the vehicle body from pitching to vertical parallel movement when the vehicle brakes, thereby improving the braking comfort without increasing the braking distance.

[0057] In some embodiments, in the above step S1, the preset comfort braking condition includes:

[0058] The current vehicle speed is lower than a first vehicle speed threshold, the current braking deceleration is higher than a first vehicle deceleration threshold, and the expected braking intensity is within a first expected braking intensity range.

[0059] It should be noted that the above-mentioned first vehicle speed threshold, first vehicle deceleration threshold and first expected braking intensity range can be flexibly adjusted according to the vehicle model and the vehicle usage scenario.

[0060] In some embodiments, in the above step S1, turning on the comfort braking function includes the following steps:

[0061] S11: within a first preset judgment time, obtaining the number of braking times and a first vehicle speed-time curve of the vehicle.

[0062] S12: Determine a usage scenario of the vehicle according to the number of braking times of the vehicle and the first vehicle speed-time curve, wherein the usage scenario includes a highway, a city road, a bumpy road and following a vehicle at a low speed.

[0063] S13: According to the usage scenario of the above-mentioned vehicle, after adjusting the preset parameters of each suspension, caliper and braking system, the comfort braking function is turned on.

[0064] In some embodiments, in the above step S11, the number of braking times and the first vehicle speed-time curve of the above vehicle are obtained in the following manner:

[0065] The number of braking times of the vehicle is obtained through the vehicle-mounted sensor, the speed of the vehicle at each time point during the driving process is obtained through the speed recorder, and a first speed-time curve is drawn based on the speed at each time point.

[0066] In a more specific embodiment, in the above step S12, determining the usage scenario of the above vehicle according to the number of braking times of the above vehicle and the first vehicle speed-time curve includes:

[0067] When the vehicle-mounted GPS (Global Positioning System) determines that the vehicle is on a highway and the vehicle speed is continuously greater than or equal to 80 km / h and the duration is longer than a first preset time, the vehicle usage scenario is determined to be a highway and the vehicle enters the highway driving mode.

[0068] When the vehicle is in the highway driving mode and the vehicle speed is continuously less than 80 km / h and the duration is longer than a first preset time, the vehicle exits the highway driving mode.

[0069] When the vehicle speed is continuously between 40 and 80 km / h and the duration is longer than a first preset time, it is determined that the vehicle is being used in an urban road and the vehicle enters an urban road driving mode.

[0070] When the vehicle is in the urban road driving mode and the vehicle speed is continuously less than 40 km / h and the duration is longer than a first preset time, the vehicle exits the urban road driving mode.

[0071] When the vehicle speed is continuously between 0-40km / h, the duration is longer than a first preset time and the number of braking times of the vehicle within the first preset time is greater than or equal to the first preset number of braking times, it is determined that the vehicle's usage scenario is bumpy road or low-speed following, and the vehicle enters bumpy road driving mode or low-speed following driving mode.

[0072] When the vehicle is in bumpy road driving mode or low-speed following driving mode, and the acceleration is greater than or equal to 8m / s 2 , when the vehicle speed continues to be greater than 40km / h and the duration is longer than the first preset time, the vehicle exits the bumpy road driving mode or the low-speed following driving mode.

[0073] In some embodiments, in the above step S13, adjusting the preset parameters of each suspension, caliper and brake system according to the usage scenario of the above vehicle includes the following steps:

[0074] When the vehicle is used on a highway, the rigidity and damping parameters of each suspension of the vehicle are adjusted.

[0075] When the vehicle is used on an urban road, the clamping parameters of the caliper of the vehicle are adjusted.

[0076] When the vehicle is used on a bumpy road or following a vehicle at a low speed, the braking force distribution parameters of the braking system of the vehicle are adjusted.

[0077] It should be noted that when a vehicle is driving on a highway, it needs a higher braking force to achieve a shorter braking distance to ensure driving safety. At this time, the comfort braking system adjusts the rigidity and damping parameters of the suspension to enable the vehicle to maintain a better body posture during braking, reduce the pitch and roll of the body, and thus improve braking stability and handling. This adjustment helps the driver to control the vehicle more accurately in an emergency and prevent the vehicle from losing control or deviating from the lane.

[0078] When a vehicle is driving on a city road, due to complex traffic conditions, the vehicle needs to brake and start frequently. At this time, the comfort brake system adjusts the clamping parameters of the caliper to make the braking process softer and reduce the impact and discomfort during braking. This adjustment helps to improve driving and riding comfort and reduce the fatigue of the driver and passengers during braking.

[0079] When the vehicle is driving on a bumpy road or following a vehicle at a low speed, the vehicle's suspension system needs to fully absorb the bumps and vibrations of the tires to maintain the stability of the vehicle body. At this time, the comfort brake system adjusts the braking force distribution parameters of the brake system to enable the vehicle to maintain better balance during braking and reduce the shaking and bumps of the vehicle body caused by braking. This adjustment helps to improve riding comfort, while also helping to protect the vehicle's suspension and tire systems and extend their service life.

[0080] In some embodiments, in the above step S13, after the comfort function is turned on, the following steps are also included:

[0081] The instrument panel of the above vehicles shows that the comfort brake function is switched on.

[0082] In some embodiments, in the above step S2, by adjusting the braking torque of the above vehicle and the rigidity of each suspension, the sum of the downward displacement of the front suspension and the upward displacement of the rear suspension is equal to the downward displacement of the rear vehicle body, including:

[0083] By adjusting the rigidity of the vehicle's front suspension, the lifting amount of the vehicle's rear suspension is changed. By adjusting the rigidity of the vehicle's rear suspension and the vehicle's braking torque, the downward displacement of the vehicle's front suspension and the downward displacement of the vehicle's rear body are changed, so that the sum of the downward displacement of the vehicle's front suspension and the lifting amount of the vehicle's rear suspension is equal to the downward displacement of the vehicle's rear body.

[0084] Any form of suspension can be simplified into a model that rotates around a fixed fulcrum (rotation center) during mechanical analysis. In the simplified model, the fulcrum (rotation center) of the front suspension is usually designed to be very close to the wheel center, which means that the angle between the fulcrum and the wheel center is very small, which helps to reduce the body pitching movement caused by axle load transfer during braking. The fulcrum of the rear suspension is usually designed to be far from the wheel center, so it has a larger lever arm, which allows the rear suspension to produce a larger rotation angle when subjected to external forces, making it easier to affect the posture changes of the body.

[0085] When the vehicle brakes, due to inertia, the mass of the vehicle will move forward, resulting in a redistribution of the axle loads on the front and rear axles. This axle load transfer will directly affect the state of the suspension, thereby changing the height of the vehicle body. During the braking process of the vehicle, the height change of the vehicle body at the rear wheel consists of two parts: one is the amount of suspension rise due to axle load transfer; the other is the amount of downward movement caused by the rotation of the suspension around the fulcrum due to the braking torque generated by the operation of the rear wheel brakes. When the height change amplitude of the vehicle body at the rear wheel is consistent with that of the front wheel, that is, the sum of the downward movement of the front suspension and the upward movement of the rear suspension is exactly equal to the downward movement of the rear vehicle body, the pitching motion posture of the vehicle body will change to a horizontal motion posture.

[0086] Specifically, the height change of the rear vehicle body when the vehicle brakes, please refer to Figure 3 , Figure 3 This is a schematic diagram of the height change of the rear vehicle body when the vehicle brakes in the embodiment of the present application. Figure 3 In the equation, F1 is the friction between the tire and the ground, F2 is the pressure of the tire on the ground, r is the rolling radius of the tire, R is the swing radius of the wheel center around the suspension fulcrum, T is the braking torque, L1 is the horizontal distance between the reaction force of the ground on the tire and the rear suspension fulcrum of the vehicle, H1 is the rise of the rear suspension of the vehicle, and H2 is the downward displacement of the rear body of the vehicle.

[0087] In a more specific embodiment, the above adjustment of the rigidity of the front suspension of the vehicle changes the rise of the rear suspension of the vehicle, adjusts the rigidity of the rear suspension of the vehicle and the braking torque of the vehicle, changes the downward displacement of the front suspension of the vehicle and the downward displacement of the rear body of the vehicle, so that the sum of the downward displacement of the front suspension of the vehicle and the rise of the rear suspension of the vehicle is equal to the downward displacement of the rear body of the vehicle, and the formula is as follows:

[0088] △H1=△F / k1 Formula (1)

[0089] △H2=T·L1·k2 Formula (2)

[0090] △H3=△F / k2 Formula (3)

[0091] △H2-△H1=△H3 Formula (4)

[0092] In formula (1), ΔH1 is the rise amount of the vehicle's rear suspension in a single control cycle, ΔF is the tire load change, and k1 is the rigidity of the vehicle's front suspension.

[0093] In formula (2), ΔH2 is the downward displacement of the rear body of the vehicle in a single control cycle, T is the braking torque of the vehicle, L1 is the horizontal distance between the reaction force of the ground on the tire and the rear suspension support point of the vehicle, and k2 is the rigidity of the rear suspension of the vehicle.

[0094] In formula (3), ΔH3 is the downward displacement of the front suspension of the vehicle in a single control cycle, ΔF is the change in tire load, and k2 is the rigidity of the rear suspension of the vehicle.

[0095] In a second aspect, an embodiment of the present application provides a comfort braking control device, the device comprising the following modules:

[0096] The starting module is used to start the comfort braking function when the vehicle brakes and the current vehicle speed, current braking deceleration and expected braking intensity meet the preset comfort braking conditions.

[0097] A caliper control module is used to adjust the braking torque of the vehicle.

[0098] The suspension control module is used to adjust the rigidity of each suspension of the vehicle.

[0099] The comfort braking function module includes multiple control loops, which are used to control the adjustment of the caliper control module and the suspension control module in each control loop so that the sum of the downward movement of the front suspension and the upward movement of the rear suspension is equal to the downward movement of the rear body.

[0100] The device adjusts the braking torque of the vehicle and the rigidity of each suspension to determine that the sum of the downward displacement of the front suspension of the vehicle and the upward displacement of the rear suspension of the vehicle is equal to the downward displacement of the rear body of the vehicle, thereby changing the movement posture of the vehicle body from pitching to up and down parallel movement when the vehicle brakes, thereby improving the braking comfort without increasing the braking distance.

[0101] In some embodiments, the startup module starts the comfort braking function, including the following steps:

[0102] Firstly, within a first preset judgment time, the number of braking times and a first vehicle speed-time curve of the vehicle are obtained.

[0103] Afterwards, based on the number of braking times of the vehicle and the first vehicle speed-time curve, the usage scenario of the vehicle is determined, and the usage scenario includes highways, urban roads, bumpy roads and low-speed following.

[0104] Finally, according to the usage scenarios of the above vehicles, adjust the preset parameters of each suspension, caliper and braking system, and turn on the comfort braking function.

[0105] In some embodiments, the functions of each module in the above-mentioned comfort braking control device are realized by a VM controller, please refer to Figure 4 , Figure 4 This is a schematic diagram of the structure of a VM (Vehicle Motion) controller according to an embodiment of the present application. The VM controller includes the following modules:

[0106] The EMB caliper control module is used to control the clamping force of each wheel caliper separately through the target value input by the CST integrated control module, so as to adjust the braking torque of the vehicle.

[0107] The scene judgment selection module is used to determine the use scene of the vehicle according to the number of braking times of the vehicle and the first vehicle speed-time curve.

[0108] The active suspension control module is used to independently adjust the stiffness and damping parameters of each suspension through the target values ​​input by the CST integrated control module.

[0109] The CST integrated control module is used to activate the comfort braking function when the vehicle brakes and the current vehicle speed, current braking deceleration and expected braking intensity meet the preset comfort braking conditions. It is also used to control the adjustment of the EMB caliper control module and the active suspension control module in each control cycle of the comfort braking function, so that the sum of the downward displacement of the vehicle's front suspension and the upward displacement of the vehicle's rear suspension is equal to the downward displacement of the vehicle's rear body.

[0110] In some embodiments, the VM controller is connected to each wheel control element of the vehicle. Figure 5 , Figure 5 This is a schematic diagram of the connection between the VM controller and each wheel control component according to an embodiment of the present application.

[0111] exist Figure 5 In the figure, the VM controller is connected to four wheel control components A1, A2, A3 and A4, A1 is the left front wheel control component of the vehicle, A2 is the right front wheel control component of the vehicle, A3 is the left rear wheel control component of the vehicle, and A4 is the right rear wheel control component of the vehicle.

[0112] The above-mentioned A1, A2, A3 and A4 wheel control components all include EMB calipers, variable damping active suspension, wheel speed sensors, suspension height sensors and load sensors.

[0113] EMB calipers use motor drive instead of traditional hydraulic brakes to achieve higher control accuracy and response speed. The main function is to convert the rotational motion of the motor into the linear motion of the friction plate, and generate friction through the contact between the friction plate and the brake disc, thereby achieving braking.

[0114] Variable damping active suspension is a device that can automatically adjust the suspension damping according to road conditions and driving requirements. Its main function is to monitor road conditions and vehicle dynamics in real time through built-in sensors, and adjust the suspension damping characteristics based on the monitored information. On bumpy roads, the suspension will automatically soften to absorb shock, while at high speeds, the suspension will stiffen to enhance operational stability.

[0115] The main function of the wheel speed sensor is to measure the rotation speed of the vehicle wheels. The main function of the suspension height sensor is to detect the relative displacement between the vehicle body and the lower cantilever or lower bracket of the shock absorber, that is, the height of the vehicle body. The load sensor can monitor the load changes borne by the vehicle in real time.

[0116] In a third aspect, an embodiment of the present application also provides a computer-readable storage medium.

[0117] A comfort braking control program is stored on the computer-readable storage medium of the present application, wherein when the comfort braking control program is executed by a processor, the steps of the comfort braking control method as described above are implemented.

[0118] Among them, the method implemented when the comfort braking control program is executed can refer to the various embodiments of the comfort braking control method of the present application, and will not be repeated here.

[0119] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0120] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0121] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0122] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0123] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0124] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0125] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A comfortable braking control method, characterized in that: The method comprises: When the vehicle brakes and the current vehicle speed, current braking deceleration and expected braking intensity meet the preset comfort braking conditions, the comfort braking function is turned on; The comfort braking function includes a plurality of control cycles. In each control cycle, the braking torque of the vehicle and the rigidity of each suspension are adjusted so that the sum of the downward displacement of the front suspension and the upward displacement of the rear suspension is equal to the downward displacement of the rear vehicle body.

2. The comfort braking control method according to claim 1, characterized in that: The preset comfort braking condition includes: The current vehicle speed is lower than a first vehicle speed threshold, the current braking deceleration is higher than a first vehicle deceleration threshold, and the expected braking intensity is within a first expected braking intensity range.

3. The comfort braking control method according to claim 1, characterized in that: The step of starting the comfort braking function includes: Acquiring the number of braking times and a first vehicle speed-time curve of the vehicle within a first preset judgment time; Determining a usage scenario of the vehicle according to the number of braking times of the vehicle and a first vehicle speed-time curve; The usage scenarios include highways, urban roads, bumpy roads and low-speed following; According to the usage scenario of the vehicle, adjust the preset parameters of each suspension, caliper and braking system, and turn on the comfort braking function.

4. The comfort braking control method according to claim 3, characterized in that: According to the usage scenario of the vehicle, adjust the preset parameters of each suspension, caliper and brake system, including: When the vehicle is used on a highway, adjusting the rigidity and damping parameters of each suspension; When the vehicle is used on an urban road, adjusting the clamping parameters of the caliper; When the vehicle is used on a bumpy road or following a vehicle at a low speed, the braking force distribution parameters of the braking system are adjusted.

5. The comfortable braking control method according to claim 1, characterized in that: When the comfort brake function is turned on, it also includes: The vehicle's instrument panel indicates that the comfort brake function is switched on.

6. The comfort braking control method according to claim 1, characterized in that: The method of adjusting the braking torque of the vehicle and the rigidity of each suspension so that the sum of the downward displacement of the front suspension and the upward displacement of the rear suspension is equal to the downward displacement of the rear vehicle body comprises: Adjusting the rigidity of the front suspension of the vehicle and changing the rise of the rear suspension; The rigidity of the rear suspension of the vehicle and the braking torque of the vehicle are adjusted to change the downward displacement of the front suspension and the downward displacement of the rear body so that the sum of the downward displacement of the front suspension and the upward displacement of the rear suspension is equal to the downward displacement of the rear body.

7. A comfortable braking control device based on the method according to any one of claims 1 to 6, characterized in that: The device comprises: A start module is used to start the comfort braking function when the vehicle brakes and the current vehicle speed, current braking deceleration and expected braking intensity meet the preset comfort braking conditions; a caliper control module, for adjusting the braking torque of the vehicle; A suspension control module, used for adjusting the rigidity of each suspension of the vehicle; The comfort braking function module includes multiple control loops, which are used to control the adjustment of the caliper control module and the suspension control module in each control loop so that the sum of the downward movement of the front suspension and the upward movement of the rear suspension is equal to the downward movement of the rear body.

8. The comfort brake control device according to claim 7, characterized in that: The caliper control module adjusts the braking torque of the vehicle by respectively controlling the clamping force of each wheel caliper.

9. The comfort brake control device according to claim 7, characterized in that: The device also includes: The scene judgment module is used to determine the use scene of the vehicle according to the number of braking times of the vehicle and the first vehicle speed-time curve.

10. A storage medium having a computer program stored thereon, characterized in that: When the computer program is processed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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