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

Abstract

The invention provides a vehicle braking control method and device, electronic equipment, a storage medium and a vehicle. The method comprises the steps that in response to a received braking instruction, the real-time speed and the real-time gradient of a target vehicle are obtained; judging whether the real-time speed is greater than a preset speed and whether the real-time gradient is greater than a preset gradient; in response to the fact that the real-time speed is larger than the preset speed or / and the real-time gradient is larger than the preset gradient, a first braking curve is called, and braking of the target vehicle is controlled according to the first braking curve; in response to the fact that the real-time speed is not larger than the preset speed and the real-time gradient is not larger than the preset gradient, a second braking curve is called, and braking of the target vehicle is controlled according to the second braking curve; wherein the first braking curve and the second braking curve are used for representing the relation between the trampling stroke of a brake pedal of the target vehicle and the braking force of the target vehicle; the variable quantity of the braking force of the second braking curve in the unit stroke is smaller than the variable quantity of the braking force of the first braking curve in the unit stroke.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a vehicle braking control method, a vehicle braking control device, an electronic device, a non-transient computer-readable storage medium and a vehicle. Background Art

[0002] With the popularization of automobiles and the growth in demand for family cars, most models on the market are positioned as family vehicles and tend to adopt a more comfortable suspension tuning style to improve the riding experience. However, this suspension tuning can easily cause significant front and rear pitching and left and right swaying of the vehicle body when the vehicle slows down, stops, and turns, affecting the comfort of passengers and even causing motion sickness. Especially during side parking, the combination of creep torque and steering wheel angle input, coupled with braking operations, will aggravate the front and rear pitching and left and right swaying of the vehicle, significantly reducing the riding experience. To solve this problem, it is necessary to optimize the braking properties by adjusting the low-speed braking strategy to compensate for the swaying problem caused by the suspension. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, the first purpose of the present invention is to provide a vehicle braking control method, when the brake pedal is triggered or a braking command is issued, different braking curves are called according to the real-time vehicle speed and real-time slope to control the braking of the vehicle, effectively slowing down the establishment of braking pressure under low-speed conditions, improving the whole vehicle control under low-speed braking and vehicle moving conditions, and improving vehicle comfort.

[0004] A second object of the present invention is to provide a vehicle brake control device.

[0005] A third objective of the present invention is to provide an electronic device.

[0006] A fourth object of the present invention is to provide a computer-readable storage medium.

[0007] A fifth object of the present invention is to provide a vehicle.

[0008] To achieve the above object, a first embodiment of the present invention provides a vehicle braking control method, comprising:

[0009] In response to receiving a braking command, obtaining a real-time speed and a real-time slope of the target vehicle;

[0010] Determine whether the real-time speed is greater than the preset speed, and whether the real-time slope is greater than the preset slope;

[0011] In response to the real-time speed being greater than the preset speed or / and the real-time slope being greater than the preset slope, calling a first braking curve, and controlling braking of the target vehicle according to the first braking curve;

[0012] In response to the real-time speed being not greater than the preset speed and the real-time slope being not greater than the preset slope, the second braking curve is retrieved, and the braking of the target vehicle is controlled according to the second braking curve; wherein the first braking curve and the second braking curve are used to characterize the relationship between the stroke of the brake pedal of the target vehicle and the braking force of the target vehicle; and the change in the braking force of the second braking curve within a unit stroke is less than the change in the braking force of the first braking curve within a unit stroke.

[0013] In addition, the vehicle braking control method according to the above embodiment of the present invention may also have the following additional technical features:

[0014] As an optional embodiment, the method further includes:

[0015] Determine a first correspondence between a stroke of a brake pedal of a target vehicle and a braking force of the target vehicle under the stroke;

[0016] A first coordinate system is established with the stroke of the brake pedal of the target vehicle being depressed as the abscissa and the braking force of the target vehicle under the stroke as the ordinate, and a first corresponding relationship is drawn in the first coordinate system to obtain a first braking curve.

[0017] As an optional embodiment, the method further includes:

[0018] Compressing the first corresponding relationship according to a preset ratio to obtain a second corresponding relationship;

[0019] The second corresponding relationship is drawn in the first coordinate system to obtain a second braking curve.

[0020] As an optional embodiment, before controlling the braking of the target vehicle according to the second braking curve, the method further includes:

[0021] Determine whether a pedal feel mode of a brake pedal feel adjustment system of a target vehicle and a comfort brake system are turned on; wherein the pedal feel mode includes a comfort mode and a sport mode;

[0022] In response to the pedal feel mode being the comfort mode and the comfort brake system being on, it is determined to control braking of the target vehicle according to a second braking curve.

[0023] As an optional embodiment, the method further includes:

[0024] In response to the pedal feel mode being the comfort mode and the comfort brake system being off, determining to control braking of the target vehicle according to a first braking curve;

[0025] In response to the pedal feel mode being the sport mode and the comfort brake system being on, determining to control braking of the target vehicle according to a first braking curve;

[0026] In response to the pedal feel mode being the sport mode and the comfort brake system being off, it is determined to control braking of the target vehicle according to a first braking curve.

[0027] As an optional embodiment, before controlling the braking of the target vehicle according to the second braking curve, the method further includes:

[0028] Determine the working status of the target vehicle's brake pedal feel adjustment system, comfort brake system, and vehicle stability control system;

[0029] In response to the operating states of the brake pedal feel adjustment system, the comfort braking system, and the vehicle stability control system being normal, it is determined that braking of the target vehicle is controlled according to a second braking curve.

[0030] As an optional embodiment, the method further includes:

[0031] In response to an abnormality in the operating state of the brake pedal feel adjustment system and / or the comfort braking system and / or the vehicle stability control system, it is determined to control braking of the target vehicle according to a first braking curve.

[0032] According to the vehicle braking control method of the embodiment of the present invention, in response to receiving a braking command, the real-time speed and real-time slope of the target vehicle are obtained; it is determined whether the real-time speed is greater than the preset speed and whether the real-time slope is greater than the preset slope; in response to the real-time speed being greater than the preset speed or / and the real-time slope being greater than the preset slope, the first braking curve is retrieved, and the braking of the target vehicle is controlled according to the first braking curve; in response to the real-time speed being not greater than the preset speed and the real-time slope being not greater than the preset slope, the second braking curve is retrieved, and the braking of the target vehicle is controlled according to the second braking curve; wherein the first braking curve and the second braking curve are used to characterize the relationship between the stroke of the brake pedal of the target vehicle being stepped on and the braking force of the target vehicle; the variation of the braking force of the second braking curve within a unit stroke is less than the variation of the braking force of the first braking curve within a unit stroke. When the brake pedal is triggered or a braking command is issued, the present invention retrieves different braking curves according to the real-time vehicle speed and the real-time slope to control the braking of the vehicle, effectively slowing down the establishment of braking pressure under low-speed conditions, improving the whole vehicle control under low-speed braking and vehicle moving conditions, and improving vehicle comfort.

[0033] To achieve the above object, a second embodiment of the present invention provides a vehicle brake control device, the vehicle brake control device comprising:

[0034] an acquisition module, configured to acquire a real-time speed and a real-time slope of the target vehicle in response to receiving a braking instruction;

[0035] A judgment module is configured to judge whether the real-time speed is greater than a preset speed, and whether the real-time slope is greater than a preset slope;

[0036] A first response module is configured to retrieve a first braking curve in response to a real-time speed being greater than a preset speed or / and a real-time slope being greater than a preset slope, and control braking of the target vehicle according to the first braking curve;

[0037] The second response module is configured to retrieve a second braking curve in response to a real-time speed not being greater than a preset speed and a real-time slope not being greater than a preset slope, and control the braking of the target vehicle according to the second braking curve; wherein the first braking curve and the second braking curve are used to characterize the relationship between the stroke of the brake pedal of the target vehicle and the braking force of the target vehicle; and the change in braking force of the second braking curve within a unit stroke is less than the change in braking force of the first braking curve within a unit stroke.

[0038] According to the vehicle braking control device of the embodiment of the present invention, in response to receiving a braking command, the real-time speed and real-time slope of the target vehicle are obtained; it is determined whether the real-time speed is greater than the preset speed and whether the real-time slope is greater than the preset slope; in response to the real-time speed being greater than the preset speed or / and the real-time slope being greater than the preset slope, the first braking curve is retrieved, and the braking of the target vehicle is controlled according to the first braking curve; in response to the real-time speed being not greater than the preset speed and the real-time slope being not greater than the preset slope, the second braking curve is retrieved, and the braking of the target vehicle is controlled according to the second braking curve; wherein the first braking curve and the second braking curve are used to characterize the relationship between the stroke of the brake pedal of the target vehicle being stepped on and the braking force of the target vehicle; the variation of the braking force of the second braking curve within a unit stroke is less than the variation of the braking force of the first braking curve within a unit stroke. When the brake pedal is triggered or a braking command is issued, the present invention retrieves different braking curves according to the real-time vehicle speed and the real-time slope to control the braking of the vehicle, effectively slowing down the establishment of braking pressure under low-speed conditions, improving the whole vehicle control under low-speed braking and vehicle moving conditions, and improving the vehicle comfort.

[0039] To achieve the above objectives, a third aspect of the present invention proposes an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the vehicle braking control method as described above when executing the program.

[0040] In order to achieve the above-mentioned purpose, a fourth aspect of the present invention proposes a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the above-mentioned vehicle braking control method.

[0041] In order to achieve the above-mentioned object, a fifth aspect of an embodiment of the present invention provides a vehicle, wherein the vehicle includes the vehicle braking control device described above.

[0042] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only for the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0044] Figure 1 A schematic flow chart of a vehicle braking control method provided in an embodiment of the present invention.

[0045] Figure 2 A schematic diagram of a vehicle braking control device provided in an embodiment of the present invention.

[0046] Figure 3 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention.

[0047] Figure 4 A schematic diagram of a vehicle provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0048] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings.

[0049] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the present invention should be understood by people with ordinary skills in the field to which the present invention belongs. The "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0050] As mentioned in the background technology section, with the improvement of living standards, cars have become an essential means of transportation for most families. In the current market, most car models are mainly positioned as family vehicles. In order to meet the needs of such users, the suspension adjustment generally tends to be comfortable, which leads to obvious front and rear pitching and swaying of the vehicle during deceleration and parking, especially under steering conditions. This soft suspension adjustment style is difficult to effectively control the swaying, which brings a poor riding experience to passengers and even causes motion sickness. Especially when parking in a side position, if the vehicle is in an accelerated state due to creeping torque, and the steering wheel is input with a large angle before braking, there will be obvious front and rear pitching and left and right swaying, further reducing the riding comfort.

[0051] To solve this problem, it is necessary to optimize the braking properties by adjusting the low-speed braking strategy to compensate for the shaking caused by the suspension.

[0052] The technical solution of the present invention is further described in detail below through specific embodiments.

[0053] refer to Figure 1 , is a flow chart of a vehicle braking control method provided in an embodiment of the present invention.

[0054] Step S101, in response to receiving a braking instruction, obtaining a real-time speed and a real-time slope of a target vehicle.

[0055] Specifically, when the target vehicle receives a braking command (for example, the driver presses the brake pedal), the system will immediately start to obtain the real-time speed and real-time slope of the target vehicle. The real-time speed can be obtained through the vehicle speed sensor, while the real-time slope can be obtained through the tilt sensor or GPS data of the target vehicle. These data are the basis for subsequent judgment and control.

[0056] Step S102, determining whether the real-time speed is greater than a preset speed, and whether the real-time slope is greater than a preset slope.

[0057] Specifically, after obtaining the real-time speed and real-time slope, the system will compare them with the preset thresholds. The preset speed and preset slope are set according to the safety and comfort requirements of the vehicle, usually taking into account factors such as road conditions, vehicle performance and driver expectations.

[0058] In the embodiment of the present application, taking the preset speed of 8 kph and the preset slope of 3% as an example, it is determined whether the real-time speed is greater than 8 kph and whether the real-time slope is greater than 3%.

[0059] Step S103, in response to the real-time speed being greater than the preset speed or / and the real-time slope being greater than the preset slope, calling the first braking curve, and controlling the braking of the target vehicle according to the first braking curve.

[0060] Specifically, if the judgment result is that the real-time speed is greater than the preset speed or / and the real-time slope is greater than the preset slope, the system will call the first braking curve. The first braking curve is usually designed to be steeper, which means that within a unit stroke, the braking force increases rapidly as the brake pedal stroke increases. Such a design can ensure that the vehicle can decelerate quickly in an emergency and improve safety.

[0061] Step S104, in response to the real-time speed being not greater than the preset speed and the real-time slope being not greater than the preset slope, calling the second braking curve, and controlling the braking of the target vehicle according to the second braking curve; wherein the first braking curve and the second braking curve are used to characterize the relationship between the stroke of the brake pedal of the target vehicle and the braking force of the target vehicle; the change in the braking force of the second braking curve within a unit stroke is less than the change in the braking force of the first braking curve within a unit stroke.

[0062] Specifically, if the judgment result is that the real-time speed is not greater than the preset speed and the real-time slope is not greater than the preset slope, the system will call the second braking curve. The second braking curve is relatively gentle, and the change in braking force per unit stroke is small. This design can provide a more comfortable braking experience and reduce the driver's discomfort during braking.

[0063] Among them, the system is the ECU (Electronic Control Unit), which is a key component in the car and is also called the "on-board computer". Its main function is to collect the vehicle's operating data through various sensors, and after calculation and processing, send control instructions to the actuator to achieve precise control of various functions of the car. As the brain of the engine, the ECU collects data from various sensors of the vehicle, including signals transmitted by the brake pedal sensor. After processing, the ECU can determine the driver's braking intention and the required braking force. The brake pedal is usually equipped with a brake pedal travel sensor and a brake pressure sensor. These two sensors can detect the degree of pedaling and pressure of the brake pedal in real time, and transmit these signals to the vehicle ECU.

[0064] As an optional embodiment, a first correspondence between the stroke of the target vehicle's brake pedal being depressed and the braking force of the target vehicle under the stroke is determined; a first coordinate system is established with the stroke of the target vehicle's brake pedal being depressed as the horizontal coordinate and the braking force of the target vehicle under the stroke as the vertical coordinate, and a first correspondence is drawn in the first coordinate system to obtain a first braking curve.

[0065] The first braking curve (DBR1) is a predetermined braking curve that can be determined by performing a braking test on a target vehicle in a laboratory or test field. The braking force generated by the vehicle is measured and recorded at different brake pedal strokes. The measured data is collated and analyzed to determine the mathematical relationship or correspondence between the brake pedal stroke and the braking force. This relationship may be linear or nonlinear, depending on the design and performance of the vehicle's braking system. The travel of the brake pedal is the horizontal coordinate (X-axis) and the braking force of the target vehicle at this travel is the vertical coordinate (Y-axis). Set the range and scale of the coordinate system to ensure that the relationship between the brake pedal stroke and the braking force can be clearly displayed. Plot the data points in the coordinate system according to the first correspondence determined previously. Connect these points with a smooth curve to obtain the first braking curve. Ensure that the curve accurately reflects the actual relationship between the brake pedal stroke and the braking force.

[0066] As an optional embodiment, the first corresponding relationship is compressed according to a preset ratio to obtain a second corresponding relationship; the second corresponding relationship is drawn in the first coordinate system to obtain a second braking curve.

[0067] The second braking curve (DBR2) is also a predetermined braking curve. The specific method may be to first determine a preset ratio, which is a coefficient or proportional factor for adjusting the relationship between the brake pedal stroke and the braking force. This ratio can be determined according to the specific needs of the vehicle, the driver's preferences, or the performance characteristics of the braking system. Each brake pedal stroke value in the first correspondence is multiplied by the preset ratio to obtain a new stroke value. The braking force value is kept unchanged, or adjusted accordingly as needed (but in the embodiment of the present invention, the main focus is on the compression of the stroke, so the braking force value remains unchanged). Use the compressed stroke value and the original braking force value to establish a second corresponding relationship. This new corresponding relationship will reflect the braking force change characteristics of the brake pedal stroke after compression. Further, use the same coordinate system (i.e., the first coordinate system) as the first braking curve previously drawn. According to the second corresponding relationship, new data points are drawn in the coordinate system. These data points will represent the relationship between the brake pedal stroke after compression and the original braking force. Use a smooth curve to connect these new data points to obtain a second braking curve. This curve will show how the braking force changes with the stroke under the compressed brake pedal stroke.

[0068] In the embodiment of the present application, DBR2=80%*DBR1 is taken as an example, that is, the preset ratio is 0.8. In addition, the corresponding relationship between the stroke and the set force in the second braking curve (DBR2) can also be directly set according to actual needs.

[0069] It should be noted that during the experimental measurement and data analysis process, the accuracy and reliability of the data must be ensured. In order to verify the accuracy of the results, multiple experiments can be conducted and the consistency of the results can be compared. If it is found that the experimental results are inconsistent with expectations or there are deviations, the experimental conditions or analysis methods can be adjusted and optimized.

[0070] It should be noted that the selection of the preset ratio should be based on the actual needs of the vehicle and the performance characteristics of the braking system. Too large a ratio may cause the braking response to be too slow, while too small a ratio may make the braking too sensitive.

[0071] As an optional embodiment, before controlling the braking of the target vehicle according to the second braking curve, it also includes: judging the pedal feel mode of the brake pedal feel adjustment system of the target vehicle and whether the comfort braking system is turned on; wherein the pedal feel mode includes a comfort mode and a sport mode; in response to the pedal feel mode being the comfort mode and the comfort braking system being turned on, determining to control the braking of the target vehicle according to the second braking curve.

[0072] Specifically, the brake pedal feel adjustment system usually has different modes, such as comfort mode and sport mode, which affect the feel and response of the brake pedal. The current pedal feel mode is determined by reading the system status or receiving a selection from the driver. The driver can choose to enter the comfort mode or the sport mode by performing human-vehicle interaction operations on the vehicle's central control (such as buttons, knobs or voice commands on the touch screen). The comfort brake system (ComfortStop, CST) is a technology designed to provide a smoother and more comfortable braking experience. By checking the system status or receiving a signal from the system, it is determined whether the comfort brake system is turned on. If the pedal feel mode is the comfort mode and the comfort brake system is turned on, it is determined to use the second braking curve (i.e., DBR2) to control the braking of the target vehicle, that is, it is determined that the real-time speed is not greater than the preset speed and the real-time slope is not greater than the preset slope, and the system will call the execution logic of the second braking curve. If the pedal feel mode is the sport mode or the comfort brake system is not turned on, it may be necessary to control the braking according to other braking curves or strategies. According to the determined braking control strategy (i.e., DBR1), a control signal is sent to the vehicle's braking system to achieve the desired braking effect.

[0073] As an optional embodiment, in response to the pedal feel mode being the comfort mode and the comfort braking system being turned off, it is determined to control the braking of the target vehicle according to the first braking curve; in response to the pedal feel mode being the sport mode and the comfort braking system being turned on, it is determined to control the braking of the target vehicle according to the first braking curve; in response to the pedal feel mode being the sport mode and the comfort braking system being turned off, it is determined to control the braking of the target vehicle according to the first braking curve.

[0074] In the case where the pedal feel mode is the comfort mode and the comfort brake system is turned off, although the driver has selected the comfort mode, the comfort brake system is not turned on. Therefore, it is decided to control the braking of the target vehicle according to the first braking curve.

[0075] In the case where the pedal feel mode is the sport mode and the comfort brake system is on, the driver selects the sport mode but the comfort brake system is accidentally turned on. Although the comfort brake system is usually associated with the comfort mode, in this case, since the driver has selected the sport mode, it is decided to still control the brakes according to the first braking curve, which can avoid the situation where the sport mode requires a more direct and faster braking response, while the comfort brake system may slow down such response.

[0076] For the case where the pedal feel mode is sport mode and the comfort brake system is off, the driver selects the sport mode and the comfort brake system is not on. Therefore, it is decided to control the braking of the target vehicle according to the first braking curve. This is in line with the general requirements of the sport mode, which is to provide a more direct and dynamic driving experience.

[0077] It should be noted that the above control logic ensures the consistency of the braking control strategy under different conditions. Although the state of the comfort brake system may not meet the driver's expectations in some cases (such as the comfort brake system is turned on in sport mode), the control logic still makes decisions based on the pedal feel mode selected by the driver.

[0078] The above embodiment provides a more detailed braking control strategy, which can adjust the braking performance according to the driver's preference and the configuration of the vehicle. By combining the pedal feel mode and the state of the comfort braking system, a more personalized and comfortable driving experience can be provided to the driver. At the same time, it also provides more design flexibility and market competitiveness for vehicle manufacturers. Before controlling the braking of the target vehicle according to the second braking curve, adding the judgment of the brake pedal feel adjustment system and the state of the comfort braking system can further optimize the braking control strategy and improve driving comfort and safety.

[0079] As an optional embodiment, before controlling the braking of the target vehicle according to the second braking curve, the method also includes: judging the working status of the brake pedal feel adjustment system, the comfort braking system and the body stability control system of the target vehicle; in response to the working status of the brake pedal feel adjustment system, the comfort braking system and the body stability control system being normal, determining to control the braking of the target vehicle according to the second braking curve.

[0080] Specifically, the brake pedal feel adjustment system is responsible for adjusting the feel and response of the brake pedal to suit different driving modes and driver preferences. During this process, it is necessary to determine whether the system is in normal working condition, including the integrity and communication capabilities of components such as sensors, actuators and controllers. The comfort braking system is designed to provide a smoother and more comfortable braking experience. It is necessary to check whether the system has been properly activated and that all its components (such as pressure sensors, solenoid valves, etc.) are within the normal working range. The Electronic Stability Controller (ESC) is used to maintain the stability and controllability of the vehicle in an emergency. During this process, it is necessary to confirm whether the system is enabled and that its sensors (such as wheel speed sensors, steering wheel angle sensors, etc.) and actuators (such as hydraulic control units, etc.) are in normal working condition.

[0081] In an embodiment of the present application, when it is detected that the real-time speed is less than 8 kph, the real-time slope is less than 3%, the pedal feel mode is the comfort mode, the comfort braking system is turned on, and the working conditions of the brake pedal feel adjustment system, the comfort braking system and the body stability control system are normal, the system calls the second braking curve (DBR2) to execute pressure building, reduces the establishment of line pressure under the same stroke, slows down the increase in braking force, thereby reducing the braking intensity, and reducing the pitch degree of the entire vehicle body.

[0082] As an optional embodiment, in response to an abnormal working state of the brake pedal feel adjustment system and / or the comfort braking system and / or the vehicle stability control system, it is determined to control the braking of the target vehicle according to the first braking curve.

[0083] That is, only when the brake pedal feel adjustment system, the comfort brake system and the vehicle stability control system are in normal working condition, it is determined to control the braking of the target vehicle according to the second brake curve. If any system fails or is abnormal, other brake control strategies may need to be adopted, such as using the first brake curve or activating the backup brake system.

[0084] After confirming that all system status are normal, a control signal is sent to the vehicle's braking system according to the second braking curve, that is, it is determined that the real-time speed is not greater than the preset speed and the real-time slope is not greater than the preset slope. The system will call the execution logic of the second braking curve to achieve the desired braking effect.

[0085] It should be noted that when the braking control strategy changes (such as switching from the second braking curve to the first braking curve), the vehicle can provide feedback to the driver to explain the current status and possible impact.

[0086] The above embodiment provides a more comprehensive and safe braking control strategy, which takes into account the working status of multiple vehicle systems to ensure that all relevant systems are in a normal state before braking is controlled according to the second braking curve.

[0087] It should be noted that, for a vehicle type that is not provided with a brake pedal feel adjustment system and a comfort braking system, the braking of the target vehicle can be controlled according to the first braking curve.

[0088] As can be seen from the above, the vehicle braking control method provided by the present invention obtains the real-time speed and real-time slope of the target vehicle in response to receiving a braking command; determines whether the real-time speed is greater than the preset speed and whether the real-time slope is greater than the preset slope; in response to the real-time speed being greater than the preset speed or / and the real-time slope being greater than the preset slope, retrieves the first braking curve and controls the braking of the target vehicle according to the first braking curve; in response to the real-time speed being not greater than the preset speed and the real-time slope being not greater than the preset slope, retrieves the second braking curve and controls the braking of the target vehicle according to the second braking curve; wherein the first braking curve and the second braking curve are used to characterize the relationship between the stroke of the brake pedal of the target vehicle being stepped on and the braking force of the target vehicle; the variation of the braking force of the second braking curve within a unit stroke is less than the variation of the braking force of the first braking curve within a unit stroke. When the brake pedal is triggered or a braking command is issued, the present invention retrieves different braking curves according to the real-time vehicle speed and the real-time slope to control the braking of the vehicle, effectively slows down the establishment of braking pressure under low-speed conditions, improves the whole vehicle control under low-speed braking and vehicle moving conditions, and improves vehicle comfort.

[0089] It should be noted that the method of the embodiment of the present invention can be performed by a single device, such as a computer or a server. The method of this embodiment can also be applied in a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present invention, and the multiple devices will interact with each other to complete the described method.

[0090] It should be noted that some embodiments of the present invention are described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0091] Based on the same inventive concept, corresponding to the method provided in any of the above embodiments, the present invention also provides a vehicle braking control device.

[0092] refer to Figure 2 , is a schematic diagram of a vehicle braking control device provided in an embodiment of the present invention.

[0093] The device 200 comprises:

[0094] The acquisition module 201 is configured to acquire the real-time speed and real-time slope of the target vehicle in response to receiving the braking command;

[0095] The judgment module 202 is configured to judge whether the real-time speed is greater than a preset speed, and whether the real-time slope is greater than a preset slope;

[0096] The first response module 203 is configured to retrieve a first braking curve in response to a real-time speed being greater than a preset speed or / and a real-time slope being greater than a preset slope, and control braking of the target vehicle according to the first braking curve;

[0097] The second response module 204 is configured to retrieve a second braking curve in response to the real-time speed being not greater than a preset speed and the real-time slope being not greater than a preset slope, and control the braking of the target vehicle according to the second braking curve; wherein the first braking curve and the second braking curve are used to characterize the relationship between the stroke of the brake pedal of the target vehicle and the braking force of the target vehicle; and the change in the braking force of the second braking curve within a unit stroke is less than the change in the braking force of the first braking curve within a unit stroke.

[0098] Optionally, the acquisition module 201 is further configured to:

[0099] Determine a first correspondence between a stroke of a brake pedal of a target vehicle and a braking force of the target vehicle under the stroke;

[0100] A first coordinate system is established with the stroke of the brake pedal of the target vehicle being depressed as the abscissa and the braking force of the target vehicle under the stroke as the ordinate, and a first corresponding relationship is drawn in the first coordinate system to obtain a first braking curve.

[0101] Optionally, the acquisition module 201 is further configured to:

[0102] Compressing the first corresponding relationship according to a preset ratio to obtain a second corresponding relationship;

[0103] The second corresponding relationship is drawn in the first coordinate system to obtain a second braking curve.

[0104] Optionally, the determining module 202 is further configured to:

[0105] Determine whether a pedal feel mode of a brake pedal feel adjustment system of a target vehicle and a comfort brake system are turned on; wherein the pedal feel mode includes a comfort mode and a sport mode;

[0106] In response to the pedal feel mode being the comfort mode and the comfort brake system being on, it is determined to control braking of the target vehicle according to a second braking curve.

[0107] Optionally, the first response module 203 is further configured to:

[0108] In response to the pedal feel mode being the comfort mode and the comfort brake system being off, determining to control braking of the target vehicle according to a first braking curve;

[0109] In response to the pedal feel mode being the sport mode and the comfort brake system being on, determining to control braking of the target vehicle according to a first braking curve;

[0110] In response to the pedal feel mode being the sport mode and the comfort brake system being off, it is determined to control braking of the target vehicle according to a first braking curve.

[0111] Optionally, the determining module 202 is further configured to:

[0112] Determine the working status of the target vehicle's brake pedal feel adjustment system, comfort brake system, and vehicle stability control system;

[0113] In response to the operating states of the brake pedal feel adjustment system, the comfort braking system, and the vehicle stability control system being normal, it is determined that braking of the target vehicle is controlled according to a second braking curve.

[0114] Optionally, the second response module 204 is further configured to:

[0115] In response to an abnormality in the operating state of the brake pedal feel adjustment system and / or the comfort braking system and / or the vehicle stability control system, it is determined to control braking of the target vehicle according to a first braking curve.

[0116] According to the vehicle braking control device provided by the embodiment of the present invention, in response to receiving a braking command, the real-time speed and real-time slope of the target vehicle are obtained; it is determined whether the real-time speed is greater than the preset speed and whether the real-time slope is greater than the preset slope; in response to the real-time speed being greater than the preset speed or / and the real-time slope being greater than the preset slope, the first braking curve is retrieved, and the braking of the target vehicle is controlled according to the first braking curve; in response to the real-time speed being not greater than the preset speed and the real-time slope being not greater than the preset slope, the second braking curve is retrieved, and the braking of the target vehicle is controlled according to the second braking curve; wherein the first braking curve and the second braking curve are used to characterize the relationship between the stroke of the brake pedal of the target vehicle being stepped on and the braking force of the target vehicle; the variation of the braking force of the second braking curve within a unit stroke is less than the variation of the braking force of the first braking curve within a unit stroke. When the brake pedal is triggered or a braking command is issued, the present invention retrieves different braking curves according to the real-time vehicle speed and the real-time slope to control the braking of the vehicle, effectively slowing down the establishment of braking pressure under low-speed conditions, improving the whole vehicle control under low-speed braking and vehicle moving conditions, and improving vehicle comfort.

[0117] For the convenience of description, the above system is described as being divided into various modules according to their functions. Of course, when implementing the present invention, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0118] The system of the above embodiment is used to implement the corresponding method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0119] Based on the same inventive concept, corresponding to the method described in any of the above embodiments, the present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method described in any of the above embodiments when executing the program.

[0120] Figure 3 The electronic device provided in this embodiment is shown in a schematic diagram of the structure, and the device may include: a processor 310, a memory 320, an input / output interface 330, a communication interface 340, and a bus 350. The processor 310, the memory 320, the input / output interface 330, and the communication interface 340 are connected to each other in communication within the device through the bus 350.

[0121] The processor 310 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0122] The memory 320 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 320 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 320 and are called and executed by the processor 310.

[0123] The input / output interface 330 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0124] The communication interface 340 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB, network cable, etc.) or a wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0125] The bus 350 comprises a pathway that transmits information between the various components of the device (eg, the processor 310 , the memory 320 , the input / output interface 330 , and the communication interface 340 ).

[0126] It should be noted that, although the above device only shows the processor 310, the memory 320, the input / output interface 330, the communication interface 340 and the bus 350, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0127] The electronic device of the above embodiment is used to implement the corresponding method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0128] Based on the same inventive concept, corresponding to the method described in any of the above embodiments, the present invention also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the method described in any of the above embodiments.

[0129] The above-mentioned non-transitory computer-readable storage medium can be any available medium or data storage device that can be accessed by a computer, including but not limited to magnetic storage (such as floppy disks, hard disks, magnetic tapes, magneto-optical disks (MO), etc.), optical storage (such as CD, DVD, BD, HVD, etc.), and semiconductor storage (such as ROM, EPROM, EEPROM, non-volatile memory (NAND FLASH), solid-state drive (SSD)), etc.

[0130] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the method described in any embodiment of the above exemplary method part, and have the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0131] To achieve the above-mentioned purpose, corresponding to the method described in any of the above-mentioned embodiments, the present invention further provides a vehicle 400, which includes the above-mentioned vehicle braking control device 200.

[0132] refer to Figure 4 , which is a schematic diagram of a vehicle provided in this embodiment.

[0133] The vehicle in the above-mentioned embodiment is used to implement the corresponding method in any of the above-mentioned embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0134] In addition, although the operations of the method of the present invention are described in a specific order in the accompanying drawings, this does not require or imply that the operations must be performed in this specific order, or that all the operations shown must be performed to achieve the desired results. On the contrary, the steps depicted in the flow chart can be performed in a different order. Additionally or alternatively, some steps can be omitted, multiple steps can be combined into one step, and / or one step can be decomposed into multiple steps.

[0135] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, a plurality of steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0136] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present invention should be understood by people with ordinary skills in the field to which the present invention belongs. The "first", "second" and similar words used in the embodiments of the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0137] Although the spirit and principle of the present invention have been described with reference to several specific embodiments, it should be understood that the present invention is not limited to the disclosed specific embodiments, and the division of various aspects does not mean that the features in these aspects cannot be combined to benefit, and this division is only for the convenience of expression. The present invention is intended to cover various modifications and equivalent arrangements included in the spirit and scope of the attached claims. The scope of the attached claims conforms to the broadest interpretation, thereby including all such modifications and equivalent structures and functions.

Claims

1. A vehicle braking control method, characterized in that: include: In response to receiving a braking command, obtaining a real-time speed and a real-time slope of the target vehicle; Determine whether the real-time speed is greater than a preset speed, and whether the real-time slope is greater than a preset slope; In response to the real-time speed being greater than the preset speed or / and the real-time slope being greater than the preset slope, calling a first braking curve, and controlling the braking of the target vehicle according to the first braking curve; In response to the real-time speed being not greater than the preset speed and the real-time slope being not greater than the preset slope, a second braking curve is retrieved, and the braking of the target vehicle is controlled according to the second braking curve; wherein the first braking curve and the second braking curve are used to characterize the relationship between the stroke of the brake pedal of the target vehicle and the braking force of the target vehicle; and the change in braking force of the second braking curve within a unit stroke is less than the change in braking force of the first braking curve within a unit stroke.

2. The vehicle braking control method according to claim 1, characterized in that: The method further comprises: Determine a first corresponding relationship between a stroke of a brake pedal of the target vehicle and a braking force of the target vehicle under the stroke; A first coordinate system is established with the stroke of the brake pedal of the target vehicle being depressed as the abscissa and the braking force of the target vehicle under the stroke as the ordinate, and the first corresponding relationship is plotted in the first coordinate system to obtain the first braking curve.

3. The vehicle braking control method according to claim 2, characterized in that: The method further comprises: Compressing the first corresponding relationship according to a preset ratio to obtain a second corresponding relationship; The second corresponding relationship is drawn in the first coordinate system to obtain the second braking curve.

4. The vehicle braking control method according to claim 3, characterized in that: Before controlling the braking of the target vehicle according to the second braking curve, the method further includes: Determine whether a pedal feel mode of a brake pedal feel adjustment system and a comfort brake system of the target vehicle are turned on; wherein the pedal feel mode includes a comfort mode and a sport mode; In response to the pedal feel mode being a comfort mode and the comfort brake system being turned on, it is determined to control braking of the target vehicle according to the second braking curve.

5. The vehicle braking control method according to claim 4, characterized in that: The method further comprises: In response to the pedal feel mode being a comfort mode and the comfort brake system being turned off, determining to control braking of the target vehicle according to the first braking curve; In response to the pedal feel mode being a sport mode and the comfort brake system being turned on, determining to control braking of the target vehicle according to the first braking curve; In response to the pedal feel mode being a sport mode and the comfort brake system being off, it is determined to control braking of the target vehicle according to the first braking curve.

6. The vehicle braking control method according to claim 5, characterized in that: Before controlling the braking of the target vehicle according to the second braking curve, the method further includes: Determining the operating status of a brake pedal feel adjustment system, a comfort brake system, and a vehicle stability control system of the target vehicle; In response to the brake pedal feel adjustment system, the comfort braking system, and the vehicle stability control system operating in a normal state, it is determined to control braking of the target vehicle according to the second braking curve.

7. The vehicle braking control method according to claim 6, characterized in that: The method further comprises: In response to an abnormality in the operating state of the brake pedal feel adjustment system and / or the comfort braking system and / or the vehicle stability control system, it is determined to control braking of the target vehicle according to the first braking curve.

8. A vehicle brake control device, characterized in that: include: an acquisition module, configured to acquire a real-time speed and a real-time slope of the target vehicle in response to receiving a braking instruction; A judging module, configured to judge whether the real-time speed is greater than a preset speed, and whether the real-time slope is greater than a preset slope; A first response module is configured to retrieve a first braking curve in response to the real-time speed being greater than the preset speed or / and the real-time slope being greater than the preset slope, and control the braking of the target vehicle according to the first braking curve; The second response module is configured to retrieve a second braking curve in response to the real-time speed being not greater than the preset speed and the real-time slope being not greater than the preset slope, and control the braking of the target vehicle according to the second braking curve; wherein the first braking curve and the second braking curve are used to characterize the relationship between the stroke of the brake pedal of the target vehicle and the braking force of the target vehicle; and the change in braking force of the second braking curve within a unit stroke is less than the change in braking force of the first braking curve within a unit stroke.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the vehicle braking control method according to any one of claims 1 to 8 is implemented.

10. A non-transitory computer-readable storage medium, characterized in that: The non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle braking control method according to any one of claims 1 to 8.

11. A vehicle comprising the vehicle brake control device according to claim 8.

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