Brake opening control method and device, electronic equipment and medium

Abstract

The embodiment of the invention provides a brake opening control method and device, electronic equipment and a medium, and relates to the technical field of vehicles. Acquiring the deceleration of the vehicle; according to the deceleration in the deceleration instruction, the brake opening feed-forward quantity is obtained; according to the difference value between the deceleration in the deceleration instruction and the deceleration of the vehicle, the feedback quantity of the brake opening degree is obtained; according to the brake opening degree feed-forward quantity and the brake opening degree feedback quantity, the brake opening degree control quantity is obtained; and according to the brake opening control quantity, the brake opening of the vehicle is controlled. According to the embodiment of the invention, the problem of insufficient braking or overweight braking can be avoided, and the braking effect is better.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a brake opening control method, device, electronic equipment and medium. Background Art

[0002] When there is an obstacle in front of the vehicle, the planning module in the vehicle can issue a deceleration command, and the braking module in the vehicle can execute the deceleration command to control the brake opening of the vehicle, thereby achieving the purpose of braking to avoid obstacles.

[0003] However, this implementation method is prone to problems such as insufficient braking or excessive braking, resulting in poor braking effect. Summary of the invention

[0004] The embodiments of the present application provide a brake opening control method, device, electronic device and medium, which can avoid the problem of insufficient braking or excessive braking and achieve a better braking effect.

[0005] In a first aspect, an embodiment of the present application provides a brake opening control method, comprising: obtaining a deceleration instruction; obtaining the deceleration of the own vehicle; obtaining a brake opening feedforward amount according to the deceleration in the deceleration instruction; obtaining a brake opening feedback amount according to the difference between the deceleration in the deceleration instruction and the deceleration of the own vehicle; obtaining a brake opening control amount according to the brake opening feedforward amount and the brake opening feedback amount; and controlling the brake opening of the own vehicle according to the brake opening control amount.

[0006] Compared with the implementation method of directly executing the deceleration command to control the vehicle brake opening, the embodiment of the present application can cope with the influence of various factors on the vehicle deceleration by performing closed-loop compensation control on the vehicle deceleration according to the actual deceleration of the vehicle and the deceleration command, so as to reduce the error between the theoretical control result and the actual control result, thereby avoiding the problem of insufficient braking or excessive braking, and thus the braking effect is better.

[0007] In one embodiment, the brake opening control method also includes: obtaining the slope deceleration, wherein the slope deceleration is obtained according to the slope of the road on which the vehicle is located; obtaining the brake opening feedforward according to the deceleration in the deceleration instruction, including: obtaining the brake opening feedforward according to the slope deceleration and the deceleration in the deceleration instruction.

[0008] By introducing the slope deceleration to obtain the brake opening feedforward, the error between the theoretical control result and the actual control result caused by the slope factor can be reduced, thereby helping to achieve accurate control of the vehicle deceleration.

[0009] In one embodiment, the brake opening control method also includes: obtaining the coasting deceleration, wherein the coasting deceleration is obtained according to the value of the target parameter corresponding to the vehicle, and the target parameter is a parameter that affects the coasting deceleration; according to the deceleration in the deceleration instruction, obtaining the brake opening feedforward, including: obtaining the brake opening feedforward according to the coasting deceleration and the deceleration in the deceleration instruction.

[0010] By introducing the coasting deceleration to obtain the brake opening feedforward, the error between the theoretical control result and the actual control result caused by external resistance factors can be reduced, thereby helping to achieve accurate control of the vehicle deceleration.

[0011] In one embodiment, the brake opening control method further includes: obtaining a value of a target parameter, wherein the value of the target parameter includes at least one of a ground parameter value of a road where the vehicle is located, a speed of the vehicle, and a wind speed in an environment where the vehicle is located. In this way, the coasting deceleration can be accurately determined.

[0012] In one embodiment, a brake opening feedforward is obtained according to a deceleration in a deceleration instruction, including: according to a pre-set first corresponding relationship, a first brake opening corresponding to the deceleration in the deceleration instruction and the speed of the vehicle is obtained; according to the first brake opening, a brake opening feedforward is obtained; wherein the first corresponding relationship is used to describe the corresponding relationship between the vehicle speed, the brake opening and the deceleration.

[0013] The relationship between deceleration and brake opening at different initial velocities may be different. Compared with the direct numerical conversion of deceleration and brake opening, the brake opening feedforward can be obtained more accurately by introducing the influencing factor of vehicle speed.

[0014] In one embodiment, obtaining the deceleration of the vehicle includes: using a low-pass filter to process the deceleration collected by the deceleration sensor of the vehicle to obtain the deceleration of the vehicle.

[0015] When the deceleration output by the low-pass filter is used as the deceleration of the vehicle, the deceleration of the vehicle obtained conforms to the actual change law of the deceleration, so the deceleration of the vehicle can be accurately obtained.

[0016] In one embodiment, a brake opening feedback amount is obtained based on the difference between the deceleration in the deceleration command and the deceleration of the vehicle, including: using a low-pass filter to process the difference between the deceleration in the deceleration command and the deceleration of the vehicle to obtain a target difference; using a proportional-integral controller to process the target difference to obtain a brake opening feedback amount.

[0017] When the brake opening feedback is obtained by using the difference of the low-pass filter output, the brake opening feedback can be accurately obtained. The proportional-integral controller can form a control deviation based on the given value and the actual output value, and form the control amount by linearly combining the proportion and integral of the deviation. In this way, accurate control of the vehicle's brake opening can be supported.

[0018] In the second aspect, an embodiment of the present application provides a brake opening control device, including: a first acquisition module, used to obtain a deceleration instruction; a second acquisition module, used to obtain the deceleration of the own vehicle; a third acquisition module, used to obtain a brake opening feedforward amount according to the deceleration in the deceleration instruction; a fourth acquisition module, used to obtain a brake opening feedback amount according to the difference between the deceleration in the deceleration instruction and the deceleration of the own vehicle; a fifth acquisition module, used to obtain a brake opening control amount according to the brake opening feedforward amount and the brake opening feedback amount; a control module, used to control the brake opening of the own vehicle according to the brake opening control amount.

[0019] In a third aspect, an embodiment of the present application provides an electronic chip, comprising: a processor, which is used to execute computer program instructions stored in a memory, wherein when the computer program instructions are executed by the processor, the electronic chip is triggered to execute any method as in the first aspect.

[0020] In a fourth aspect, an embodiment of the present application provides an electronic device, comprising at least one processor, wherein the processor and a memory are coupled, the memory is used to store computer program instructions, and the processor is used to execute the computer program instructions, wherein when the computer program instructions are executed by the processor, the electronic device is triggered to execute a method as described in any one of the first aspects.

[0021] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, in which a computer program is stored. When the computer-readable storage medium is run on a computer, the computer executes any method in the first aspect.

[0022] In a sixth aspect, an embodiment of the present application provides a computer program product, which includes a computer program. When the computer program is run on a computer, the computer executes any method in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0024] Figure 1A schematic flow chart of a brake opening control method provided in one embodiment of the present application;

[0025] Figure 2 A schematic diagram of a brake opening control system provided by one embodiment of the present application;

[0026] Figure 3 A block diagram of a brake opening control device provided in one embodiment of the present application;

[0027] Figure 4 A schematic diagram of the structure of a computer device provided for one embodiment of the present application. DETAILED DESCRIPTION

[0028] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0029] It should be clear that the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0030] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings.

[0031] It should be understood that the term "at least one" used in this article refers to one or more, and "plurality" refers to two or more. The term "and / or" used in this article is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. Among them, A and B can be singular or plural. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of singular or plural items. For example, at least one of a, b and c can be represented by: a, b, c, ab, ac, bc, or abc, wherein a, b, c can be single or multiple.

[0032] It should be understood that, although the terms first, second, etc. may be used to describe the set thresholds in the embodiments of the present application, these set thresholds should not be limited to these terms. These terms are only used to distinguish the set thresholds from each other. For example, without departing from the scope of the embodiments of the present application, the first set threshold may also be referred to as the second set threshold, and similarly, the second set threshold may also be referred to as the first set threshold.

[0033] When there is an obstacle in front of the vehicle, the planning module in the vehicle can issue a deceleration command, and the braking module in the vehicle can execute the deceleration command to control the brake opening of the vehicle, thereby achieving the purpose of braking to avoid obstacles.

[0034] In a feasible implementation, the planning module of the vehicle can obtain a reference deceleration (or a reference value of deceleration), and obtain a deceleration instruction according to the reference deceleration and the actual vehicle deceleration (i.e., the current actual deceleration of the vehicle) through closed-loop control, and then issue the obtained deceleration instruction. Among them, the adjustment value of the reference deceleration can be obtained according to the error between the reference deceleration and the actual vehicle deceleration, and then the reference deceleration is adjusted accordingly according to the adjustment value to obtain the deceleration instruction. Since the deceleration instruction obtained by closed-loop control has taken into account the error between the reference value and the measured value of the deceleration, the deceleration instruction obtained therefrom can better meet the actual control requirements than the deceleration instruction obtained only according to the reference deceleration.

[0035] Since the actual deceleration of the vehicle is affected by various factors (such as internal factors such as the vehicle's control accuracy, and external factors such as slope), there may be an error between the theoretical control result of executing the deceleration command and the actual control result. Therefore, the method of directly executing the deceleration command to control the vehicle's brake opening is prone to problems such as insufficient braking or excessive braking, resulting in poor braking effect.

[0036] Please refer to Figure 1 In one embodiment of the present application, a brake opening control method is provided, which may include the following steps 101 to 106. In one embodiment, the execution subject of the method may be a self-vehicle. In one embodiment, the self-vehicle may include a module with an automatic driving function.

[0037] Step 101, obtaining a deceleration instruction.

[0038] In one embodiment, when the planning module (such as a path planning module) of the vehicle detects that there is an obstacle in front of the vehicle and needs to perform a brake stop process to avoid the obstacle, a deceleration instruction can be generated according to the vehicle state (such as the position and speed of the vehicle) and the obstacle state (such as the position and speed of the obstacle). The deceleration instruction may include a deceleration, so that the vehicle can achieve the expected brake stop effect when traveling at the deceleration, for example, the vehicle can change from motion to stillness at a set distance in front of the obstacle by executing the deceleration.

[0039] In one embodiment, the deceleration in the deceleration instruction may be the deceleration obtained when the slope factor (i.e., the slope of the road on which the vehicle is located) is not considered, that is, the deceleration in the deceleration instruction may include the slope deceleration and the deceleration that can be achieved by controlling the brake opening. In another embodiment, the deceleration in the deceleration instruction may be the deceleration obtained when the slope factor is considered, that is, the deceleration in the deceleration instruction includes the deceleration that can be achieved by controlling the brake opening, but does not include the slope deceleration.

[0040] In one embodiment, the deceleration in the deceleration instruction may be the deceleration obtained when the external resistance factor (i.e., the resistance factor in the environment where the vehicle is located) is not considered, that is, the deceleration in the deceleration instruction includes the coasting deceleration and the deceleration that can be achieved by controlling the brake opening. In another embodiment, the deceleration in the deceleration instruction may be the deceleration obtained when the external resistance factor is considered, that is, the deceleration in the deceleration instruction includes the deceleration that can be achieved by controlling the brake opening, but does not include the coasting deceleration.

[0041] Step 102, obtaining the deceleration of the vehicle.

[0042] In one embodiment, the deceleration sensor of the vehicle can detect the actual deceleration of the vehicle in real time.

[0043] Taking into account that in addition to the execution of the deceleration instruction, other factors (such as slope, etc.) will also affect the deceleration change of the vehicle, in one embodiment, the actual deceleration detected can be the deceleration under the combined influence of the deceleration instruction and other factors on the deceleration change.

[0044] In other embodiments of the present application, step 102 may be performed first and then step 101, which is not limited in this embodiment.

[0045] In one embodiment of the present application, step 102 may include: using a low-pass filter to process the deceleration collected by the deceleration sensor of the vehicle to obtain the deceleration of the vehicle.

[0046] In one embodiment, the low-pass filter used may be a first-order low-pass filter. In another embodiment, the low-pass filter used may also be a second-order low-pass filter. The low-pass filter may be used to filter high-frequency noise signals in the input quantity to obtain a smooth low-frequency signal, thereby avoiding system oscillation and divergence.

[0047] In one embodiment, the technical implementation of the first-order low-pass filter may involve the following formula (1):

[0048]

[0049] Among them, G Butter (s) represents the transfer function of the first-order low-pass filter, f c1 represents the cutoff frequency of the low-pass filter, and s represents the complex variable in the Laplace transform.

[0050] It is feasible to transform the transfer function into a discrete state space equation to describe the input-output relationship of the first-order low-pass filter. In one embodiment, after obtaining G Butter (s), we can use the formula output(s)1=G Butter (s)×input(s)1 obtains the output output(s)1 of the first-order low-pass filter, where input(s)1 represents the input of the first-order low-pass filter.

[0051] The deceleration sensor can collect the deceleration of the vehicle in real time. After the collected deceleration is input into the low-pass filter, the low-pass filter can filter out those special decelerations input (that is, filter out the decelerations with large errors from some recent decelerations), thereby outputting a smoothly changing deceleration, and the difference between the decelerations output in a short time is small. Due to the continuity of vehicle driving, the actual deceleration changes in a short time are not much different. When the deceleration output by the low-pass filter is used as the deceleration of the vehicle, the obtained deceleration of the vehicle conforms to the actual change law of the deceleration, so that the deceleration of the vehicle can be accurately obtained.

[0052] Step 103, obtaining a brake opening feedforward value according to the deceleration in the deceleration command.

[0053] After obtaining the deceleration instruction, the brake opening feedforward amount can be obtained according to the deceleration.

[0054] In one embodiment of the present application, step 103 may include: obtaining a first brake opening corresponding to the deceleration in the deceleration instruction and the speed of the vehicle according to a pre-set first correspondence relationship; obtaining a brake opening feedforward according to the first brake opening; wherein the first correspondence relationship is used to describe the correspondence between the vehicle speed, brake opening and deceleration.

[0055] In one embodiment, the first correspondence may be a three-dimensional map (or three-dimensional map) calibration diagram of vehicle deceleration, vehicle speed and vehicle brake opening obtained in the early stage of vehicle adaptation, where the three dimensions are vehicle deceleration, vehicle speed and vehicle brake opening respectively.

[0056] Considering that the initial speed of the vehicle is an influencing factor of brake control, the relationship between the deceleration and the brake opening at different initial speeds may be different. Therefore, in order to achieve accurate brake control, the speed of the vehicle itself can be obtained, that is, the vehicle speed of the vehicle itself can be obtained, and according to the vehicle speed and the deceleration in the deceleration command, the first corresponding relationship can be found to obtain the corresponding brake opening as the brake opening feedforward.

[0057] Compared with directly converting the deceleration and brake opening values, the brake opening feedforward value can be obtained more accurately by introducing the influencing factor of vehicle speed.

[0058] In one embodiment, the first correspondence relationship may be obtained by calibrating a vehicle under a set scenario. The vehicle may be the own vehicle, or may be a vehicle of the same model as the own vehicle, or may be another vehicle that can share the first correspondence relationship with the own vehicle.

[0059] In one embodiment, the set scenario may be a scenario where the ground where the vehicle is located has a specific slope (e.g., recorded as scenario 1), such as the vehicle driving on a horizontal ground with a slope of zero. Except for a few low-speed ramp driving scenarios where the proportion of slope deceleration is relatively large, the slope deceleration in other scenarios is a smaller value or a minimum value compared to the deceleration in the deceleration instruction, so that the slope factor has a smaller impact on the accuracy of the first correspondence, and usually does not cause a large deviation in the mapping accuracy.

[0060] In one embodiment, the set scenario may be a scenario where the vehicle has a specific external resistance factor (e.g., recorded as scenario 2), such as the vehicle driving on a ground of common materials and the wind speed in the environment where the vehicle is located is relatively low. Except for a few high wind speed and high ground friction driving scenarios where the proportion of the sliding deceleration is relatively large, the sliding deceleration in other scenarios is a smaller value or a minimum value compared to the deceleration in the deceleration instruction, so that the external resistance factor has a smaller impact on the accuracy of the first corresponding relationship, and usually does not cause a large deviation in the mapping accuracy.

[0061] In one embodiment of the present application, the deceleration in the deceleration command can be input into the lead compensation regulator (or lead correction compensator), and then the brake opening feedforward is obtained according to the deceleration output by the lead compensation regulator and the vehicle speed. If the brake opening feedforward is also obtained according to the slope deceleration and / or the coasting deceleration, the deceleration in the deceleration command can be combined with the slope deceleration and / or the coasting deceleration, and the combined deceleration is input into the lead compensation regulator.

[0062] The advance compensation regulator can be used to advance the time for the deceleration command to reach a steady state, reducing the impact of transmission delay on control performance. By obtaining the brake opening feedforward amount based on the deceleration output by the advance compensation regulator, the vehicle's brake opening control performance can be improved.

[0063] In one embodiment, the technical implementation of the lead compensation regulator may involve the following formula (2):

[0064]

[0065] Among them, C leadlag (s) represents the transfer function of the lead compensation regulator, f c2 is the compensator cutoff frequency, K lead1 is the compensator gain, and s represents the complex variable in the Laplace transform.

[0066] It is feasible to transform the transfer function into a discrete state space equation to describe the input-output relationship of the lead compensation regulator. In one embodiment, after obtaining C leadlag (s), we can use the formula output(s)2=C leadlag (s)×input(s)2 obtains the output of the lead compensation regulator output(s)2, where input(s)2 represents the input of the lead compensation regulator.

[0067] Step 104 , obtaining a brake opening feedback amount according to the difference between the deceleration in the deceleration command and the deceleration of the vehicle.

[0068] After obtaining the deceleration instruction, the difference between the deceleration in the deceleration instruction and the deceleration of the vehicle (or deceleration error) can be obtained, and then the brake opening feedback amount can be obtained based on the difference. The difference can be used to reflect the error between the theoretical deceleration (i.e., the deceleration in the deceleration instruction) and the actual deceleration, so that the brake opening feedforward amount can be compensated and adjusted according to the difference, in order to reduce the error between the theoretical deceleration and the actual deceleration. Since the time interval between two adjacent compensation adjustments can be small, the error between the theoretical deceleration and the actual deceleration can be reduced after each compensation adjustment, thereby achieving accurate control of the vehicle's brake opening.

[0069] In other embodiments of the present application, step 104 may be performed first and then step 103, which is not limited in this embodiment.

[0070] In one embodiment of the present application, step 104 may include: using a low-pass filter to process the difference between the deceleration in the deceleration command and the deceleration of the vehicle to obtain a target difference; using a proportional integral controller (PI-lead controller) to process the target difference to obtain a brake opening feedback amount. The low-pass filter used may be a first-order low-pass filter, a second-order low-pass filter, etc.

[0071] Wherein, PI stands for proportional integral controller. The proportional integral controller can be used to obtain a feedback compensation amount of the brake opening according to the error between the deceleration command and the actual deceleration.

[0072] Based on the deceleration of the vehicle collected in real time by the deceleration sensor, the difference between the deceleration in the deceleration command and the deceleration of the vehicle can be obtained in real time. After the difference is input into the low-pass filter, the low-pass filter can filter out those special input differences (that is, filter out the differences with some recent output differences that have large errors), thereby outputting a smoothly changing difference, and the difference between each difference output in a short time is small. Due to the continuity of vehicle driving, the actual deceleration changes in a short time are not much different, and the difference between the deceleration in the deceleration command and the deceleration of the vehicle is not much different. When the brake opening feedback is obtained by the difference output by the low-pass filter, the brake opening feedback can be accurately obtained.

[0073] After obtaining the target difference, the proportional-integral controller can be used to process the target difference to obtain the brake opening feedback. The proportional-integral controller can form a control deviation based on the given value and the actual output value, and use the proportion and integral of the deviation to form a control quantity through a linear combination to control the controlled object. In this way, accurate control of the vehicle's brake opening can be supported.

[0074] In one embodiment, the technical implementation of the proportional-integral controller may involve the following formula (3):

[0075]

[0076] Among them, C PI (s) represents the transfer function of the proportional-integral controller, K p represents the proportional control gain, f i represents the integral control gain, f c3 Indicates the cutoff frequency of the advance correction link, K lead2Represents the gain of the lead correction link, and s represents the complex variable in the Laplace transform.

[0077] It is feasible to convert the transfer function into a discrete state space equation to describe the input-output relationship of the proportional-integral controller. In one embodiment, after obtaining C PI (s), we can use the formula output(s)3=C PI (s)×input(s)3 obtains the output of the proportional-integral controller output(s)3, where input(s)3 represents the input of the proportional-integral controller.

[0078] Step 105, obtaining a brake opening control amount according to the brake opening feedforward amount and the brake opening feedback amount.

[0079] The brake opening feedforward is obtained according to the deceleration command, so it can be used as the main part of the brake opening. The brake opening feedback is obtained according to the difference between the theoretical deceleration and the actual deceleration, so it can be used as the compensation part of the brake opening. The brake opening feedback can be used to compensate and adjust the brake opening feedforward. After compensation adjustment, the brake opening control amount, which is the brake opening to be actually executed after compensation adjustment, can be obtained.

[0080] Since the time when the deceleration command is obtained is not much different from the time when the actual deceleration of the vehicle is obtained, the actual deceleration obtained can usually reflect the actual control result that will be achieved when the deceleration command is directly executed. In this way, the brake opening feedback amount can be obtained based on the deceleration command and the measured actual deceleration.

[0081] If the deceleration in the deceleration command and the actual deceleration are not much different, it can be considered that the theoretical control result is not much different from the actual control result, and a relatively small range of compensation adjustment can be made according to the difference between the two. On the contrary, if the deceleration in the deceleration command and the actual deceleration are greatly different, it can be considered that the theoretical control result is greatly different from the actual control result, and a relatively large range of compensation adjustment can be made according to the difference between the two. After compensation adjustment, the corresponding actual control result can be consistent with or as close as possible to the theoretical control result, thereby achieving accurate control of the vehicle deceleration.

[0082] It can be seen that by performing closed-loop compensation control on the vehicle deceleration according to the actual deceleration and theoretical deceleration of the vehicle, it is possible to cope with the influence of various factors on the vehicle deceleration, so that the error between the theoretical control result and the actual control result can be reduced, thereby achieving accurate control of the vehicle deceleration.

[0083] Step 106, controlling the brake opening of the vehicle according to the brake opening control amount.

[0084] After the brake opening control amount is obtained, the vehicle brake opening can be controlled accordingly so that the vehicle has a corresponding deceleration and the vehicle is stopped at the deceleration.

[0085] Compared with the implementation method of directly executing the deceleration command to control the vehicle brake opening, Figure 1 The brake opening control method shown can cope with the influence of various factors on the vehicle deceleration by performing closed-loop compensation control on the vehicle deceleration according to the actual deceleration of the vehicle and the deceleration command, so as to reduce the error between the theoretical control result and the actual control result, thereby avoiding the problem of insufficient braking or excessive braking, and thus the braking effect is better.

[0086] The vehicle may be traveling uphill or downhill, and the size of the slope can have different degrees of influence on the vehicle's deceleration. For example, in the case of an uphill, the smaller the slope, the smaller the impact of the vehicle's weight (including load and deadweight) on the vehicle's deceleration, resulting in a correspondingly smaller deceleration of the vehicle. On the contrary, if the slope is larger, the weight of the vehicle will have a greater impact on the vehicle's deceleration, resulting in a correspondingly larger deceleration of the vehicle.

[0087] Considering that although the closed-loop compensation control based on the actual deceleration can cope with the influence of various factors on the vehicle deceleration, when the slope has a greater influence on the vehicle deceleration and the deceleration command does not take the slope factor into account, a larger compensation amount may be required, which is not conducive to reducing the error between the theoretical control result and the actual control result, and thus may have an adverse effect on the accurate control of the vehicle deceleration. In this way, in addition to obtaining the brake opening feedforward amount according to the deceleration command, the brake opening feedforward amount can also be obtained according to the slope deceleration.

[0088] In one embodiment of the present application, the brake opening control method further includes: obtaining a slope deceleration, wherein the slope deceleration is obtained according to the slope of the road where the vehicle is located. Based on this, step 103 may include: obtaining a brake opening feedforward according to the slope deceleration and the deceleration in the deceleration instruction. By introducing the slope deceleration to obtain the brake opening feedforward, the error between the theoretical control result and the actual control result caused by the slope factor can be reduced, thereby facilitating accurate control of the vehicle deceleration.

[0089] In one embodiment of the present application, the slope deceleration can be obtained according to the slope of the road where the vehicle is located, and the obtained slope deceleration is input into a low-pass filter, and then the brake opening feedforward is obtained according to the slope deceleration output by the low-pass filter and the deceleration in the deceleration instruction. After the obtained slope deceleration is input into the low-pass filter, the low-pass filter can filter out those special slope decelerations input (that is, filter out the slope decelerations with large errors compared with some slope decelerations output recently), thereby outputting a smoothly changing slope deceleration. In this way, the slope deceleration used to obtain the brake opening feedforward is more accurate, thereby achieving accurate acquisition of the brake opening feedforward.

[0090] In a feasible implementation, the corresponding relationship between the speed, brake opening and deceleration of the vehicle can be tested under the above scenario 1, and the combination of the slope deceleration and the deceleration in the deceleration instruction is used as the deceleration in the corresponding relationship, and the corresponding brake opening (i.e. the above-mentioned first brake opening) is mapped as the brake opening feedforward in combination with the vehicle speed. Even if the corresponding relationship does not take the slope factor into account, by introducing the slope deceleration for mapping, the brake opening feedforward that has taken the slope effect into account can still be obtained, and when the vehicle brake control is performed accordingly, the expected vehicle brake effect can be achieved.

[0091] In one embodiment, the slope of the road where the vehicle is located can be calculated based on the vehicle position information at multiple time points, and then the corresponding slope deceleration can be obtained based on the slope.

[0092] In one embodiment, a mapping relationship between the slope and the slope deceleration may be preset, and by looking up the mapping relationship, the corresponding slope deceleration may be obtained according to the calculated slope.

[0093] In one embodiment, the deceleration in the deceleration instruction may be the deceleration obtained when the slope factor is not considered. In this embodiment, the difference between the deceleration in the deceleration instruction and the slope deceleration may be obtained to remove the influence of the slope on the deceleration, and the brake opening feedforward amount may be obtained based on the difference.

[0094] For example, if the deceleration in the deceleration command is a1 (i.e. the expected deceleration is a1), and the slope deceleration is a2, the brake opening feedforward can be obtained according to the difference a1-a2, and then the corresponding brake opening can be obtained. Assuming that the current brake opening feedback is zero, by executing the brake opening corresponding to the difference a1-a2, the vehicle can have a deceleration of a1-a2. Furthermore, the existence of the slope can make the vehicle have a deceleration of a2. Therefore, the vehicle can have a deceleration of (a1-a2)+a2, i.e. a1, which meets the expected deceleration requirements.

[0095] Furthermore, the actual deceleration of the vehicle involves the influence of the slope factor on the vehicle deceleration, which is the comprehensive deceleration of the vehicle, that is, the actual deceleration and the deceleration in the deceleration command have both taken the slope factor into consideration, and the comparison benchmarks of the two are consistent. Then, through closed-loop compensation, the error between the theoretical control result and the actual control result can be accurately obtained, thereby obtaining accurate brake opening feedback, thereby achieving accurate control of the vehicle deceleration.

[0096] In one embodiment of the present application, please refer to Figure 2 A brake opening control system may include a slope deceleration acquisition module 201, a first first-order low-pass filter 202, a vehicle speed acquisition module 203, a deceleration instruction acquisition module 204, a first merging module 205, an advance compensation regulator 206, a mapping conversion module 207, a second merging module 208, a second first-order low-pass filter 209, a proportional-integral controller 210, a third merging module 211, a third first-order low-pass filter 212, a deceleration sensor 213 and a brake opening control module 214.

[0097] Please refer to Figure 2 , the slope deceleration acquisition module 201 can acquire the slope deceleration during the vehicle driving process in real time, and output the acquired slope deceleration to the first first-order low-pass filter 202 to smooth the slope deceleration signal. The deceleration instruction acquisition module 204 can acquire the deceleration instruction sent by the upper planning module, and output the deceleration in the deceleration instruction to the first merging module 205. The first merging module 205 merges the deceleration in the deceleration instruction with the slope deceleration output by the first first-order low-pass filter 202, and outputs the merged deceleration to the advance compensation regulator 206 to advance the time when the merged deceleration reaches the steady state. The vehicle speed acquisition module 203 can acquire the vehicle speed in real time, and the mapping conversion module 207 combines the preset corresponding relationship between the vehicle speed, deceleration and brake opening, and maps the brake opening corresponding to the acquired vehicle speed and the deceleration output by the advance compensation regulator 206 as the brake opening feedforward amount.

[0098] The deceleration sensor 213 can obtain the actual deceleration of the vehicle in real time, and input the obtained deceleration of the vehicle to the third first-order low-pass filter 212 to smooth the actual deceleration signal. The second merging module 208 merges the deceleration in the deceleration command with the deceleration output by the third first-order low-pass filter 212 to obtain a deceleration error, and outputs the deceleration error to the second first-order low-pass filter 209 to smooth the deceleration error signal. The proportional-integral controller 210 processes the deceleration error output by the second first-order low-pass filter 209 to obtain a feedback compensation amount of the brake opening as the brake opening feedback amount.

[0099] The third combining module 211 combines the brake opening feedforward amount and the brake opening feedback amount to obtain a brake opening control amount, and the brake opening control module 214 controls the brake opening of the vehicle according to the brake opening control amount.

[0100] By controlling the brake opening of the vehicle, the actual deceleration of the vehicle can be changed accordingly, and the actual deceleration of the vehicle at this time can be collected by the deceleration sensor 213 to determine the brake opening feedback amount in the next closed-loop compensation cycle. Through repeated closed-loop compensation control, the influence of various factors on the vehicle deceleration can be dealt with, thereby avoiding the problem of insufficient braking or excessive braking of vehicles with a brake opening interface.

[0101] In another feasible implementation, the corresponding relationship between the speed, brake opening and deceleration of the vehicle can be tested in different scenarios (different road slopes in different scenarios). In this way, the corresponding relationship measured in the scenario corresponding to the road slope of the vehicle and the deceleration in the deceleration command can be mapped as the brake opening feedforward. This implementation does not require the acquisition of the slope deceleration, but requires the corresponding relationship in each slope scenario to be tested in advance.

[0102] In such an embodiment, the brake opening control method also includes: obtaining a first corresponding relationship based on a first slope of the road on which the vehicle is located; wherein the first corresponding relationship is used to describe the corresponding relationship between the vehicle speed, brake opening and deceleration when the vehicle is traveling on a road with a first slope.

[0103] In another feasible implementation, according to the corresponding relationship obtained in the above scenario 1, combined with the vehicle speed and the deceleration in the deceleration command, the corresponding brake opening is mapped, and then the mapped brake opening is adjusted according to the adjustment coefficient corresponding to the slope of the road where the vehicle is located, so that the adjusted brake opening is used as the brake opening feedforward amount. This implementation does not require obtaining the slope deceleration, but requires pre-debugging the adjustment coefficients corresponding to each slope.

[0104] In such an embodiment, the step of obtaining a brake opening feedforward amount according to a first brake opening may include: obtaining a brake opening adjustment amount corresponding to a first slope according to a first slope of a road on which the vehicle is located; and obtaining a brake opening feedforward amount according to the brake opening adjustment amount and the first brake opening.

[0105] In addition to the weight of the vehicle having a corresponding impact on the vehicle deceleration when the vehicle is driving uphill or downhill, the sliding deceleration caused by external resistance factors during the vehicle's driving process will also have a corresponding impact on the vehicle's deceleration.

[0106] In one embodiment, the external resistance factor may include the friction force of the surface of the road on which the vehicle is located on the vehicle (ie, road surface friction).

[0107] In another embodiment, the external resistance factor may include air resistance.

[0108] In a feasible implementation, the magnitude of the air resistance may be affected by the vehicle speed. For example, the higher the vehicle speed, the greater the air resistance encountered by the vehicle, so that the vehicle has a correspondingly greater deceleration. Conversely, the lower the vehicle speed, the smaller the air resistance encountered by the vehicle, so that the vehicle has a correspondingly smaller deceleration.

[0109] In another feasible implementation, the magnitude of air resistance may be affected by the magnitude of wind speed, that is, the spatial resistance may include wind resistance. For example, the greater the wind speed in the opposite direction, the greater the wind resistance encountered by the vehicle, so that the vehicle has a correspondingly greater deceleration. Conversely, if the wind speed in the opposite direction is smaller, the wind resistance encountered by the vehicle is smaller, so that the vehicle has a correspondingly smaller deceleration.

[0110] In another feasible implementation, the deceleration caused by air resistance can be obtained by using data indicating air resistance (resistance caused by both vehicle speed and wind speed) collected by vehicle-mounted sensors.

[0111] Considering that although the closed-loop compensation control based on the actual deceleration can cope with the influence of various factors on the vehicle deceleration, when the external resistance factor has a greater influence on the vehicle deceleration and the deceleration command does not take the external resistance factor into account, a larger compensation amount may be required, which is not conducive to reducing the error between the theoretical control result and the actual control result, and thus may have an adverse effect on the accurate control of the vehicle deceleration. In this way, in addition to obtaining the brake opening feedforward amount according to the deceleration command, the brake opening feedforward amount can also be obtained according to the coasting deceleration.

[0112] In one embodiment of the present application, the brake opening control method further includes: obtaining the coasting deceleration, wherein the coasting deceleration is obtained according to the value of the target parameter corresponding to the vehicle, and the target parameter is a parameter that affects the coasting deceleration. Based on this, step 103 may include: obtaining the brake opening feedforward according to the coasting deceleration and the deceleration in the deceleration instruction. By introducing the coasting deceleration to obtain the brake opening feedforward, the error between the theoretical control result and the actual control result caused by the external resistance factor can be reduced, thereby facilitating the accurate control of the vehicle deceleration.

[0113] In a feasible implementation, the corresponding relationship between the speed, brake opening and deceleration of the vehicle can be tested under the above scenario 2, and the combination of the coasting deceleration and the deceleration in the deceleration command is used as the deceleration in the corresponding relationship, and the corresponding brake opening (i.e. the above-mentioned first brake opening) is mapped as the brake opening feedforward in combination with the vehicle speed. Even if the corresponding relationship does not take the slope factor into account, by introducing the coasting deceleration for mapping, the brake opening feedforward that has taken into account the influence of the external resistance factor can still be obtained, and when the vehicle brake control is performed accordingly, the expected vehicle brake effect can be achieved.

[0114] In one embodiment of the present application, the brake opening control method further includes: obtaining a value of a target parameter, wherein the value of the target parameter includes at least one of a ground parameter value of the road where the vehicle is located, a speed of the vehicle, and a wind speed in the environment where the vehicle is located. In this way, the coasting deceleration can be accurately determined.

[0115] In one embodiment of the present application, the values ​​of the ground parameters of the road where the vehicle is located can be used to obtain the deceleration caused by the friction of the road surface; the speed of the vehicle can be used to obtain the deceleration caused by the air resistance generated by the movement of the vehicle; the wind speed can be used to obtain the deceleration caused by wind resistance, and the sum of these decelerations can be used as the sliding deceleration.

[0116] In one embodiment, a mapping relationship between the position interval of each road segment and the value of the ground parameter can be preset, and then the value of the ground parameter of the road where the vehicle is located can be obtained by searching the mapping relationship according to the location of the vehicle. In a feasible implementation, the value of the ground parameter can be used to indicate the type and roughness of the ground.

[0117] In one embodiment, a mapping relationship between the vehicle speed and the corresponding deceleration may be preset, and then the corresponding deceleration may be obtained by searching the mapping relationship according to the position of the vehicle.

[0118] In one embodiment, the wind speed can be obtained by combining the location of the vehicle and the wind speed conditions of various regions provided by a third-party organization.

[0119] In one embodiment of the present application, a mapping relationship between the target parameter value and the coasting deceleration can be preset, and the mapping relationship can be obtained by vehicle testing under a set scenario. Based on the mapping relationship, the coasting deceleration corresponding to the currently acquired target parameter value can be determined.

[0120] In one embodiment, the deceleration in the deceleration instruction may be the deceleration obtained without considering the external resistance factor. In this embodiment, the difference between the deceleration in the deceleration instruction and the coasting deceleration may be obtained to remove the influence of the external resistance factor on the deceleration, and the brake opening feedforward amount may be obtained according to the difference. Based on the same implementation principle as obtaining the brake opening feedforward amount according to the slope deceleration, obtaining the brake opening feedforward amount according to the coasting deceleration also helps to achieve accurate control of the vehicle deceleration.

[0121] In one embodiment of the present application, Figure 2 The brake opening control system shown may also include a coasting deceleration acquisition module and a fourth first-order low-pass filter. The coasting deceleration acquisition module can acquire the coasting deceleration during vehicle driving in real time, and output the acquired coasting deceleration to the fourth first-order low-pass filter to smooth the coasting deceleration signal. The first merging module 205 merges the deceleration in the deceleration instruction, the slope deceleration output by the first first-order low-pass filter 202, and the coasting deceleration output by the fourth first-order low-pass filter, and outputs the merged deceleration to the advance compensation regulator 206. For the specific implementation of the brake opening control system, please refer to the relevant description of other embodiments of the present application, which will not be repeated here.

[0122] In another feasible implementation, the corresponding relationship between the speed, brake opening and deceleration of the vehicle can be tested in different scenarios (different external resistance factors in different scenarios). In this way, the corresponding relationship measured in the scenario corresponding to the external resistance factor of the vehicle environment and the deceleration in the deceleration command can be mapped as the brake opening feedforward. This implementation does not require the acquisition of the coasting deceleration, but requires the corresponding relationship in the scenarios of different external resistance factors to be tested in advance.

[0123] In such an embodiment, the brake opening control method also includes: obtaining a first corresponding relationship based on a first value of an external resistance factor of the vehicle's environment; wherein the first corresponding relationship is used to describe the corresponding relationship between the vehicle's speed, brake opening and deceleration when the vehicle is traveling in an environment with the first value.

[0124] In another feasible implementation, according to the corresponding relationship obtained in the above scenario 2, combined with the vehicle speed and the deceleration in the deceleration command, the corresponding brake opening is mapped, and then the mapped brake opening is adjusted according to the adjustment coefficient corresponding to the first value, so that the adjusted brake opening is used as the brake opening feedforward amount. This implementation does not require obtaining the coasting deceleration, but requires pre-debugging the adjustment coefficients corresponding to the values ​​of various external resistance factors.

[0125] In such an embodiment, the step of obtaining a brake opening feedforward amount based on a first brake opening may include: obtaining a brake opening adjustment amount corresponding to a first value based on a first value of an external resistance factor of an environment in which the vehicle is located; and obtaining a brake opening feedforward amount based on the brake opening adjustment amount and the first brake opening.

[0126] In another embodiment of the present application, step 103 may include: obtaining a brake opening feedforward amount according to the slope deceleration, the sliding deceleration, and the deceleration in the deceleration instruction. This embodiment can consider the influence of the slope deceleration and the sliding deceleration on the brake control, so that the brake control can be better performed. The specific implementation of this embodiment can refer to the relevant technical description of other embodiments of the present application, and will not be repeated here.

[0127] In a feasible implementation, the deceleration in the deceleration command can be obtained by subtracting the difference between the slope deceleration and the sliding deceleration to remove the influence of the slope and external resistance factors on the deceleration, and the brake opening feedforward amount is obtained according to the difference.

[0128] In another feasible implementation, the deceleration in the deceleration instruction may be obtained by adding the sum of the slope deceleration and the sliding deceleration, and the brake opening feedforward amount may be obtained based on the obtained sum.

[0129] like Figure 3 As shown, an embodiment of the present application provides a brake opening control device 30, including: a first acquisition module 301, used to obtain a deceleration instruction; a second acquisition module 302, used to obtain the deceleration of the own vehicle; a third acquisition module 303, used to obtain a brake opening feedforward amount according to the deceleration in the deceleration instruction; a fourth acquisition module 304, used to obtain a brake opening feedback amount according to the difference between the deceleration in the deceleration instruction and the deceleration of the own vehicle; a fifth acquisition module 305, used to obtain a brake opening control amount according to the brake opening feedforward amount and the brake opening feedback amount; a control module 306, used to control the brake opening of the own vehicle according to the brake opening control amount.

[0130] An embodiment of the present application provides an electronic chip, including: a processor, which is used to execute computer program instructions stored in a memory, wherein when the computer program instructions are executed by the processor, the electronic chip is triggered to execute the method described in any embodiment of the present application.

[0131] An embodiment of the present application provides an electronic device, which includes at least one processor, the processor and a memory are coupled, the memory is used to store computer program instructions, and the processor is used to execute the computer program instructions, wherein when the computer program instructions are executed by the processor, the electronic device is triggered to execute the method described in any embodiment of the present application.

[0132] An embodiment of the present application provides a computer-readable storage medium, in which a computer program is stored. When the computer-readable storage medium is run on a computer, the computer executes the method described in any embodiment of the present application.

[0133] An embodiment of the present application provides a computer program product, which includes a computer program. When the computer program runs on a computer, the computer executes the method described in any embodiment of the present application.

[0134] Figure 4 A schematic diagram of a computer device provided in one embodiment of the present application. Figure 4 As shown, the computer device 20 of this embodiment includes: a processor 21 and a memory 22, the memory 22 is used to store a computer program 23 that can be run on the processor 21, and the computer program 23 is executed by the processor 21 to implement the steps in the method embodiment of the present application. To avoid repetition, they are not described one by one here. Alternatively, when the computer program 23 is executed by the processor 21, the functions of each model / unit in the device embodiment of the present application are implemented. To avoid repetition, they are not described one by one here.

[0135] The computer device 20 includes but is not limited to a processor 21 and a memory 22. Those skilled in the art will appreciate that Figure 4 It is only an example of the computer device 20 and does not constitute a limitation of the computer device 20. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the computer device may also include input and output devices, network access devices, buses, etc.

[0136] The processor 21 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor, or the processor may be any conventional processor, etc.

[0137] The memory 22 may be an internal storage unit of the computer device 20, such as a hard disk or memory of the computer device 20. The memory 22 may also be an external storage device of the computer device 20, such as a plug-in hard disk, a Smart Media (SM) card, a Secure Digital (SD) card, a Flash Card, etc. equipped on the computer device 20. Further, the memory 22 may also include both an internal storage unit of the computer device 20 and an external storage device. The memory 22 is used to store the computer program 23 and other programs and data required by the computer device. The memory 22 may also be used to temporarily store data that has been output or is to be output.

[0138] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0139] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0140] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0141] The integrated unit implemented in the form of a software functional unit can be stored in a computer-readable storage medium. The above-mentioned software functional unit is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor (Processor) to perform some steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), disk or optical disk and other media that can store program code.

[0142] In the embodiments of the present application, the terms "include", "comprises" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of further restrictions, an element defined by the sentence "includes a ..." does not exclude the presence of other identical elements in the process, method, commodity or device including the element.

[0143] The present application may be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform specific tasks or implement specific abstract data types. The present application may also be practiced in distributed computing environments where tasks are performed by remote processing devices connected through a communication network. In a distributed computing environment, program modules may be located in local and remote computer storage media, including storage devices.

[0144] Those skilled in the art will appreciate that the various units and algorithm steps described in the embodiments of the present application can be implemented by a combination of electronic hardware, computer software, and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0145] Those skilled in the art can clearly understand that for the convenience and simplicity of description, the same or similar parts between the various embodiments in this application can be referred to each other. For example, the specific working process of the system, device and unit described in the embodiments of this application can refer to the corresponding process in the method embodiment of this application, and will not be repeated here.

[0146] The above description is only a specific embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A brake opening control method, characterized in that: include: Get deceleration instruction; Get the deceleration of the vehicle; Obtaining a brake opening feedforward amount according to the deceleration in the deceleration command; Obtaining a brake opening feedback amount according to a difference between the deceleration in the deceleration command and the deceleration of the vehicle; Obtaining a brake opening control amount according to the brake opening feedforward amount and the brake opening feedback amount; The brake opening of the vehicle is controlled according to the brake opening control amount.

2. The method according to claim 1, characterized in that The method further comprises: Obtaining a slope deceleration, wherein the slope deceleration is obtained according to the slope of the road where the vehicle is located; The step of obtaining a brake opening feedforward amount according to the deceleration in the deceleration instruction includes: The brake opening feedforward amount is obtained according to the slope deceleration and the deceleration in the deceleration instruction.

3. The method according to claim 1, characterized in that The method further comprises: Obtaining a coasting deceleration, wherein the coasting deceleration is obtained according to a value of a target parameter corresponding to the vehicle, and the target parameter is a parameter that affects the coasting deceleration; The step of obtaining a brake opening feedforward amount according to the deceleration in the deceleration instruction includes: The brake opening feedforward amount is obtained according to the coasting deceleration and the deceleration in the deceleration instruction.

4. The method according to claim 3, characterized in that The method further comprises: The value of the target parameter is obtained, wherein the value of the target parameter includes at least one of a value of a ground parameter of a road where the vehicle is located, a speed of the vehicle, and a wind speed of an environment where the vehicle is located.

5. The method according to any one of claims 1 to 4, characterized in that: The step of obtaining a brake opening feedforward amount according to the deceleration in the deceleration instruction includes: According to a preset first corresponding relationship, a first brake opening corresponding to the deceleration in the deceleration instruction and the speed of the vehicle is obtained; According to the first brake opening, obtaining the brake opening feedforward amount; The first corresponding relationship is used to describe the corresponding relationship among the speed, brake opening and deceleration of the vehicle.

6. The method according to any one of claims 1 to 4, characterized in that: The obtaining of the deceleration of the vehicle includes: The deceleration collected by the deceleration sensor of the own vehicle is processed by using a low-pass filter to obtain the deceleration of the own vehicle.

7. The method according to any one of claims 1 to 4, characterized in that: The step of obtaining the brake opening feedback amount according to the difference between the deceleration in the deceleration instruction and the deceleration of the vehicle comprises: Using a low-pass filter to process the difference between the deceleration in the deceleration command and the deceleration of the vehicle to obtain a target difference; The target difference is processed using a proportional-integral controller to obtain the brake opening feedback amount.

8. A brake opening control device, characterized in that: include: A first acquisition module, used for acquiring a deceleration instruction; The second acquisition module is used to acquire the deceleration of the vehicle; A third acquisition module is used to obtain a brake opening feedforward amount according to the deceleration in the deceleration instruction; A fourth acquisition module, configured to obtain a brake opening feedback value according to a difference between the deceleration in the deceleration instruction and the deceleration of the vehicle; a fifth acquisition module, configured to obtain a brake opening control amount according to the brake opening feedforward amount and the brake opening feedback amount; The control module is used to control the brake opening of the vehicle according to the brake opening control amount.

9. An electronic device, characterized in that: The electronic device comprises at least one processor, the processor is coupled to a memory, the memory is used to store computer program instructions, and the processor is used to execute computer program instructions, wherein when the computer program instructions are executed by the processor, the electronic device is triggered to execute the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, which, when executed on a computer, enables the computer to execute the method according to any one of claims 1 to 7.

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