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

Abstract

The application provides a vehicle braking control method, device, electronic equipment, storage medium and vehicle, and the method comprises the following steps: in response to receiving a braking instruction, acquiring the real-time speed and real-time slope of a target vehicle; determining 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 not being greater than the preset speed and the real-time slope not being greater than the preset slope, calling a 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 represent the relationship between the stroke of the braking pedal of the target vehicle being stepped on and the braking force of the target vehicle; the change amount of the braking force in a unit stroke of the second braking curve is less than the change amount of the braking force in a unit stroke of the first braking curve.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a vehicle braking control method, a vehicle braking control device, an electronic device, a non-transitory computer-readable storage medium and a vehicle. BACKGROUND

[0002] With the popularization of automobiles and the growth of demand for family cars, most models on the market are positioned for family transportation, and tend to adopt a comfortable suspension tuning style to improve the ride experience. However, this suspension tuning is prone to cause significant front-to-back pitching and left-to-right rolling of the vehicle body when the vehicle is decelerating, parking and turning, affecting the comfort of passengers and even causing car sickness. In particular, during the side parking process, the combination of the creeping torque and the steering wheel angle input, together with the braking operation, will exacerbate the front-to-back pitching and left-to-right rolling of the vehicle, significantly reducing the ride experience. To solve this problem, it is necessary to adjust the low-speed braking strategy to optimize the braking properties to compensate for the rolling problem caused by the suspension. SUMMARY

[0003] The present application aims to at least partially solve one of the technical problems in the related art. To this end, a first object of the present application is to provide a vehicle braking control method, which, when a brake pedal is triggered or a brake instruction is issued, retrieves different braking curves according to 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 overall vehicle control under low-speed braking and moving conditions, and improving the comfort of the vehicle.

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

[0005] A third object of the present application is to provide an electronic device.

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

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

[0008] To achieve the above objects, a vehicle braking control method according to an embodiment of the first aspect of the present application comprises:

[0009] In response to receiving a brake instruction, the real-time speed and the real-time slope of the target vehicle are obtained;

[0010] It is determined whether the real-time speed is greater than a preset speed and / or the real-time slope is greater than a 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, a first braking curve is retrieved, and the braking of the target vehicle is controlled 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, a second brake curve is called, and braking of the target vehicle is controlled according to the second brake curve; wherein the first brake curve and the second brake curve are used to represent a relationship between a stroke of a brake pedal of the target vehicle being stepped on and a brake force of the target vehicle; a variation amount of the brake force in a unit stroke of the second brake curve is less than a variation amount of the brake force in a unit stroke of the first brake curve.

[0013] In addition, the vehicle brake control method according to the above-mentioned embodiments of the present application can further have the following additional technical features:

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

[0015] determining a first corresponding relationship between a stroke of a brake pedal of the target vehicle being stepped on and a brake force of the target vehicle under the stroke;

[0016] establishing a first coordinate system with the stroke of the brake pedal of the target vehicle being stepped on as an abscissa and the brake force of the target vehicle under the stroke as an ordinate, drawing the first corresponding relationship in the first coordinate system, and obtaining a first brake curve.

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

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

[0019] drawing the second corresponding relationship in the first coordinate system to obtain a second brake curve.

[0020] As an optional embodiment, before the braking of the target vehicle is controlled according to the second brake curve, the method further comprises:

[0021] determining whether a pedal feel mode of a brake pedal feel adjustment system of the target vehicle and a comfort brake system are turned on; wherein the pedal feel mode comprises 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 turned on, determining that the braking of the target vehicle is controlled according to the second brake curve.

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

[0024] in response to the pedal feel mode being the comfort mode and the comfort brake system being turned off, determining that the braking of the target vehicle is controlled according to the first brake curve;

[0025] in response to the pedal feel mode being the sport mode and the comfort brake system being turned on, determining that the braking of the target vehicle is controlled according to the first brake curve;

[0026] In response to the pedal feeling mode being the sport mode and the comfort braking system being off, it is determined to control the braking of the target vehicle according to the 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 comprises:

[0028] judging the working states of the brake pedal feeling adjustment system, the comfort braking system and the vehicle body stability control system of the target vehicle;

[0029] In response to the working states of the brake pedal feeling adjustment system, the comfort braking system and the vehicle body stability control system being normal, it is determined to control the braking of the target vehicle according to the second braking curve.

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

[0031] In response to the working states of the brake pedal feeling adjustment system or / and the comfort braking system or / and the vehicle body stability control system being abnormal, it is determined to control the braking of the target vehicle according to the first braking curve.

[0032] According to the vehicle braking control method provided by the embodiment of the present application, in response to receiving a braking instruction, the real-time speed and the real-time slope of the target vehicle are acquired; it is judged 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, the first braking curve is called, and the braking of the target vehicle is controlled according to the first braking curve; in response to the real-time speed not being greater than the preset speed and the real-time slope not being greater than the preset slope, the second braking curve is called, 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 represent 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 change amount of the braking force in a unit stroke of the second braking curve is less than the change amount of the braking force in a unit stroke of the first braking curve. When the brake pedal is triggered or the braking instruction is issued, different braking curves are called to control the braking of the vehicle according to the real-time vehicle speed and the real-time slope, the establishment of the braking pressure under the low-speed condition is effectively slowed down, the whole vehicle control under the low-speed braking and moving condition is improved, and the vehicle comfort is improved.

[0033] To achieve the above object, the second embodiment of the present application provides a vehicle braking control device, which comprises:

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

[0035] The 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] The first response module is configured to, 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, call a first brake curve, and control the braking of the target vehicle according to the first brake curve;

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

[0038] According to the vehicle brake control device provided by the embodiment of the present application, in response to receiving a brake instruction, the real-time speed and the real-time slope of the target vehicle are obtained; it is judged 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, a first brake curve is called, and the braking of the target vehicle is controlled according to the first brake curve; in response to the real-time speed not being greater than the preset speed and the real-time slope not being greater than the preset slope, a second brake curve is called, and the braking of the target vehicle is controlled according to the second brake curve; wherein the first brake curve and the second brake curve are used to represent 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 change amount of the braking force in a unit stroke of the second brake curve is less than the change amount of the braking force in a unit stroke of the first brake curve. When the brake pedal is triggered or the brake instruction is issued, different brake curves are called according to the real-time speed and the real-time slope to control the braking of the vehicle, which effectively slows down the establishment of the braking pressure under the condition of low speed, improves the whole vehicle control under the working condition of low-speed braking and moving the vehicle, and improves the comfort of the vehicle.

[0039] To achieve the above object, the third aspect of the present application provides an electronic device, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle brake control method as described above.

[0040] To achieve the above object, the fourth aspect of the present application provides a computer readable storage medium, which stores computer instructions for executing the vehicle brake control method as described above.

[0041] To achieve the above object, the fifth aspect of the present application provides a vehicle, which comprises the vehicle brake control device as described above.

[0042] Additional aspects and advantages of the present application will be given in part in the following description, become apparent from the following description, or be learned by the practice of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0043] In order to more clearly illustrate the technical solutions of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description only illustrate the present application, and other drawings can also be obtained by those skilled in the art without creative effort based on these drawings.

[0044] Figure 1 The vehicle braking control method flowchart provided by the embodiment of the present application.

[0045] Figure 2 The vehicle braking control device schematic diagram provided by the embodiment of the present application.

[0046] Figure 3 The electronic device structure schematic diagram provided by the embodiment of the present application.

[0047] Figure 4 The vehicle schematic diagram provided by the embodiment of the present application. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solutions and advantages of the present application more clear, the following will further describe the present application in combination with specific embodiments and with reference to the drawings.

[0049] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the present application should be understood as the usual meaning understood by those skilled in the art to which the present application belongs. The "first", "second" and similar words used in the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Include" or "contain" and similar words mean that the elements or objects before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connected" or "connected" and similar words are not limited to physical or mechanical connection, but can include electrical connection, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to represent relative positional relationship, when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0050] As described in the background section, with the improvement of living standards, cars have become a necessary means of transportation for most families. In the current market, most models are mainly positioned for family transportation. In order to meet the needs of such users, the suspension tuning generally tends to be comfortable, which causes the vehicle to be prone to obvious front and rear pitching during deceleration and parking, especially in the steering working condition, which may also cause left and right shaking. This kind of suspension tuning style that is too soft is difficult to effectively control the shaking, which brings a poor riding experience to the passengers, and even causes car sickness. Especially when parking on the side, if the vehicle is in an accelerating state due to the creep torque, and then the brake is applied after a large steering wheel input, obvious front and rear pitching and left and right shaking will occur, further reducing the riding comfort.

[0051] To solve this problem, the low-speed braking strategy needs to be adjusted to optimize the braking properties to compensate for the shaking problem caused by the suspension.

[0052] Hereinafter, the technical solutions of the present application will be further described in detail through specific embodiments.

[0053] Reference Figure 1 The vehicle braking control method flowchart provided by the embodiment of the present application.

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

[0055] Specifically, when the target vehicle receives a braking instruction (for example, the driver steps on the brake pedal), the system will immediately start obtaining the real-time speed and real-time slope of the target vehicle. The real-time speed can be obtained by a vehicle speed sensor, and the real-time slope can be obtained by a tilt sensor or GPS data of the target vehicle, etc. These data are the basis for subsequent judgment and control.

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

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

[0058] In the embodiment of the present application, taking the preset speed of 8kph and the preset slope of 3% as an example, that is, judging whether the real-time speed is greater than 8kph 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 brake curve. The first brake curve is usually designed to be steep, meaning that the braking force increases rapidly with the increase of the brake pedal stroke in unit travel. Such design can ensure that the vehicle can quickly decelerate in emergency, improving safety.

[0061] In response to the real-time speed not being greater than the preset speed and the real-time slope not being greater than the preset slope, the second brake curve is called to control the braking of the target vehicle according to the second brake curve; wherein the first brake curve and the second brake curve are used to represent 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 change amount of the braking force in unit travel of the second brake curve is less than the change amount of the braking force in unit travel of the first brake curve.

[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 brake curve. The second brake curve is relatively gentle, and the change amount of the braking force in unit travel is small. Such design can provide a more comfortable braking experience and reduce the discomfort of the driver during braking.

[0063] The system is an ECU (Electronic Control Unit), which is a key component in a car and is also known as "driving computer". Its main function is to collect vehicle running data through various sensors, and after calculation and processing, it sends control instructions to actuators to realize accurate 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 stroke sensor and a brake pressure sensor. These two sensors can detect the degree of depression and the size of pressure of the brake pedal in real time, and transmit these signals to the vehicle ECU.

[0064] As an optional embodiment, a first correspondence relationship between the stroke of the brake pedal of the target vehicle being stepped on and the braking force of the target vehicle under the stroke is determined; a first coordinate system is established with the stroke of the brake pedal of the target vehicle being stepped on as the abscissa and the braking force of the target vehicle under the stroke as the ordinate, and the first correspondence relationship is plotted in the first coordinate system to obtain the first brake curve.

[0065] The first brake curve (DBR1) is a predetermined brake curve. The specific method can be to use the target vehicle to conduct brake tests in a laboratory or test site. At different brake pedal strokes, the braking force generated by the vehicle is measured and recorded. The measured data is sorted and analyzed to determine the mathematical relationship or correspondence between the brake pedal stroke and the braking force. This relationship can be linear or nonlinear, depending on the design and performance of the vehicle braking system. The stroke of the brake pedal is taken as the horizontal coordinate (X-axis), and the braking force of the target vehicle at this stroke is taken as the vertical coordinate (Y-axis). The range and scale of the coordinate system are set to ensure that the relationship between the brake pedal stroke and the braking force can be clearly displayed. According to the first correspondence relationship determined earlier, data points are plotted in the coordinate system. A smooth curve is used to connect these points to obtain the first brake 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 correspondence relationship is compressed according to a preset ratio to obtain a second correspondence relationship; the second correspondence relationship is plotted in the first coordinate system to obtain a second brake curve.

[0067] The second brake curve (DBR2) is also a predetermined brake curve. The specific method can be to first determine a preset ratio, which is a coefficient or ratio factor used to adjust 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 preferences of the driver, or the performance characteristics of the braking system. Multiply each brake pedal stroke value in the first correspondence relationship by the preset ratio to obtain a new stroke value. Keep the braking force value unchanged, or adjust it accordingly if necessary (but in the embodiments of the present application, the compression of the stroke is mainly concerned, so the braking force value remains unchanged). Using the compressed stroke value and the original braking force value, a second correspondence relationship is established. This new correspondence relationship will reflect the braking force change characteristics of the compressed brake pedal stroke. Further, the same coordinate system as the first brake curve is used (i.e., the first coordinate system). According to the second correspondence relationship, new data points are plotted in the coordinate system. These data points will represent the relationship between the compressed brake pedal stroke and the original braking force. A smooth curve is used to connect these new data points to obtain the second brake curve. This curve will show how the braking force changes with the stroke at the compressed brake pedal stroke.

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

[0069] It is important to ensure the accuracy and reliability of the data during the experimental measurement and data analysis process. To verify the accuracy of the results, multiple experiments can be conducted and the consistency of the results can be compared. If the experimental results are found to be inconsistent with expectations or have deviations, the experimental conditions or analysis methods can be adjusted and optimized.

[0070] It is important to note 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. A too large ratio may result in a too slow braking response, while a too small 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, further comprising: judging whether the pedal feel mode of the brake pedal feel adjustment system and the comfort braking system of the target vehicle are turned on; wherein the pedal feel mode includes comfort mode and sport mode; in response to the pedal feel mode being 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 feeling and response of the brake pedal. By reading the system state or receiving the selection from the driver, the current pedal feel mode is determined. The driver can select to enter the comfort mode or the sport mode through the human-vehicle interaction operation in the vehicle control (such as through the buttons, knobs or voice commands on the touch screen). The comfort braking system (CST) is a technology designed to provide a more stable and comfortable braking experience. By checking the system state or receiving the signal from the system, it is determined whether the comfort braking system is turned on. If the pedal feel mode is comfort mode and the comfort braking system is turned on, it is determined to use the second braking curve (i.e. DBR2) to control the braking of the target vehicle, i.e. 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 sport mode or the comfort braking system is not turned on, the braking may need to be controlled according to other braking curves or strategies. According to the determined braking control strategy (i.e. DBR1), control signals are sent to the braking system of the vehicle to achieve the required braking effect.

[0073] As an optional embodiment, in response to the pedal feel mode being 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 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 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] For the case where the pedal feel mode is the comfort mode and the comfort braking system is off, the driver has selected the comfort mode, but the comfort braking system is not activated. Therefore, it is decided to control the braking of the target vehicle according to the first braking curve.

[0075] For the case where the pedal feel mode is the sport mode and the comfort braking system is on, the driver has selected the sport mode, but the comfort braking system is unexpectedly activated. Although the comfort braking 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 braking according to the first braking curve, which can avoid the situation where the comfort braking system may slow down the more direct and rapid braking response required by the sport mode.

[0076] For the case where the pedal feel mode is the sport mode and the comfort braking system is off, the driver has selected the sport mode, and the comfort braking system is not activated. 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 requirement 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 braking system may not meet the driver's expectations in some cases (such as the comfort braking system being activated in the sport mode), the control logic still makes decisions based on the pedal feel mode selected by the driver.

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

[0079] As an optional embodiment, before controlling the braking of the target vehicle according to the second braking curve, the method further comprises: judging the working state of the braking pedal feel adjustment system, the comfort braking system, and the vehicle body stability control system of the target vehicle; and in response to the working state of the braking pedal feel adjustment system, the comfort braking system, and the vehicle 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 adapt to different driving modes and driver preferences. In this process, it is necessary to determine whether the system is in normal working condition, including the integrity and communication ability of components such as sensors, actuators and controllers. The comfort brake system aims to provide a smoother and more comfortable braking experience. It is necessary to check whether the system has been activated correctly and 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 emergency situations. In this process, it is necessary to confirm whether the system is enabled and 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 the embodiments 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 brake system is turned on, and the working states of the brake pedal feel adjustment system, the comfort brake system, and the vehicle body stability control system are normal, the system retrieves the second brake curve (DBR2) to perform pressure building, reduces the establishment of pipeline pressure under the same stroke, slows down the increase of brake force, thereby reducing the braking intensity and making the degree of pitch of the entire vehicle body smaller.

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

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

[0084] After confirming that all system states are normal, control signals are sent to the braking system of the vehicle according to the second brake 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 retrieves the execution logic of the second brake curve to achieve the required braking effect.

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

[0086] The above embodiments provide a more comprehensive and safe brake control strategy, which considers the working states of multiple vehicle systems to ensure that all related systems are in a normal state before controlling the brake according to the second brake curve.

[0087] It should be noted that for vehicle models without a brake pedal feel adjustment system and a comfort brake system, the brake of the target vehicle can be controlled according to the first brake curve.

[0088] As can be seen from the above, the vehicle brake control method provided by the present application, in response to receiving a brake instruction, acquires the real-time speed and real-time slope of the target vehicle; determines 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, calls the first brake curve and controls the brake of the target vehicle according to the first brake curve; in response to the real-time speed not being greater than the preset speed and the real-time slope not being greater than the preset slope, calls the second brake curve and controls the brake of the target vehicle according to the second brake curve; wherein the first brake curve and the second brake curve are used to represent the relationship between the stroke of the brake pedal of the target vehicle being stepped on and the brake force of the target vehicle; the change amount of the brake force in a unit stroke of the second brake curve is less than the change amount of the brake force in a unit stroke of the first brake curve. When the brake pedal is triggered or the brake instruction is issued, the present application calls different brake curves to control the brake of the vehicle according to the real-time vehicle speed and the real-time slope, effectively slows down the establishment of the brake pressure under low-speed conditions, improves the overall vehicle control under low-speed braking and towing conditions, and improves the comfort of the vehicle.

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

[0090] It should be noted that some embodiments of the present application have been described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order than the order described above and still achieve desirable results. Additionally, the processes depicted in the figures do not necessarily require the particular order shown, or sequential order, to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

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

[0092] Reference Figure 2 A schematic diagram of a vehicle brake control device provided by an embodiment of the present application is shown.

[0093] The device 200 comprises:

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

[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 call a first brake curve and control the brake of the target vehicle according to the first brake 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;

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

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

[0099] determine a first corresponding relationship between the stroke of the brake pedal of the target vehicle being stepped on and the brake force of the target vehicle under the stroke;

[0100] establish a first coordinate system with the stroke of the brake pedal of the target vehicle being stepped on as an abscissa and the brake force of the target vehicle under the stroke as an ordinate, draw the first corresponding relationship in the first coordinate system, and obtain the first brake curve.

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

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

[0103] draw the second corresponding relationship in the first coordinate system to obtain the second brake curve.

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

[0105] judge whether a pedal feel mode of a pedal feel adjustment system of the target vehicle and a comfort brake system are turned on; wherein the pedal feel mode comprises a comfort mode and a sports mode.

[0106] determining to control the braking of the target vehicle according to the second braking curve in response to the pedal feeling mode being the comfort mode and the comfort braking system being turned on.

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

[0108] determining to control the braking of the target vehicle according to the first braking curve in response to the pedal feeling mode being the comfort mode and the comfort braking system being turned off.

[0109] determining to control the braking of the target vehicle according to the first braking curve in response to the pedal feeling mode being the sport mode and the comfort braking system being turned on.

[0110] determining to control the braking of the target vehicle according to the first braking curve in response to the pedal feeling mode being the sport mode and the comfort braking system being turned off.

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

[0112] judging the working states of the brake pedal feeling adjustment system, the comfort braking system and the vehicle body stability control system of the target vehicle.

[0113] determining to control the braking of the target vehicle according to the second braking curve in response to the working states of the brake pedal feeling adjustment system, the comfort braking system and the vehicle body stability control system being normal.

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

[0115] determining to control the braking of the target vehicle according to the first braking curve in response to the working states of the brake pedal feeling adjustment system, the comfort braking system and the vehicle body stability control system being abnormal.

[0116] The vehicle brake control device provided by the embodiment of the present application, in response to receiving a brake instruction, acquires a real-time speed of a target vehicle and a real-time slope; judges 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, calls a first brake curve, and controls the brake of the target vehicle according to the first brake curve; in response to the real-time speed not being greater than the preset speed and the real-time slope not being greater than the preset slope, calls a second brake curve, and controls the brake of the target vehicle according to the second brake curve; wherein the first brake curve and the second brake curve are used to represent the relationship between the stroke of the brake pedal of the target vehicle being stepped on and the brake force of the target vehicle; the change amount of the brake force in a unit stroke of the second brake curve is less than the change amount of the brake force in a unit stroke of the first brake curve. When the brake pedal is triggered or the brake instruction is issued, the present application calls different brake curves to control the brake of the vehicle according to the real-time vehicle speed and the real-time slope, effectively slows down the establishment of the brake pressure under low-speed conditions, improves the whole vehicle control under low-speed braking and moving conditions, and improves the comfort of the vehicle.

[0117] For the convenience of description, the above system is described in various modules according to functions. Of course, when implementing the present application, 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 described here.

[0119] Based on the same inventive concept, the present application also provides an electronic device corresponding to the method described in any of the above embodiments, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method described in any of the above embodiments.

[0120] Figure 3 The electronic device structure schematic diagram provided by the embodiment is shown, which can 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 through the bus 350 for communication within the device.

[0121] The processor 310 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing relevant programs to implement the technical solutions provided by the embodiments of the present specification.

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

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

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

[0125] The bus 350 includes a path for transmitting information between various components (such as the processor 310, the memory 320, the input / output interface 330, and the communication interface 340) of the device.

[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 can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only include the components necessary to implement the solutions of the embodiments of the present specification, and does not have to include all the components shown in the figure.

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

[0128] Based on the same inventive concept, the present application also provides a non-transitory computer readable storage medium storing computer instructions for causing a computer to perform the method according to any of the above embodiments.

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

[0130] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to perform the method according to any of the above exemplary method embodiments, and have the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0131] To achieve the above-mentioned purposes, the present application also provides a vehicle 400, which comprises the vehicle brake control device 200 described above.

[0132] Reference is made to Figure 4 The vehicle provided in the present embodiment is shown in the schematic view.

[0133] The vehicle of the above embodiments is used to implement the corresponding method of any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which are not repeated here.

[0134] In addition, although the operations of the method of the present application 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 of the shown operations must be performed to achieve the desired result. On the contrary, the steps depicted in the flowchart can change the order of execution. Additionally or alternatively, some steps can be omitted, a plurality of steps can be combined into one step, and / or one step can be divided into a plurality of steps.

[0135] It should be understood that aspects of the application can be implemented in hardware, software, firmware or a combination thereof. In the above embodiments, various steps or methods can be implemented in software or firmware that is stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, and in another embodiment, any of the following technologies, or combinations thereof, can be used: a discrete logic circuit having logic gates for implementing logic functions upon data signals, an application specific integrated circuit having appropriate combinational logic gates, a programmable gate array (PGA), a field programmable gate array (FPGA), and / or the like.

[0136] It should be noted that, unless otherwise defined, technical terms or scientific terms used in the embodiments of the application shall have the common meaning understood by one of ordinary skill in the art to which the application pertains. The terms "first", "second", and similar terms used in the embodiments of the application do not denote any order, quantity, or importance, but are used to distinguish different components. The terms "include", "contain", and similar terms mean that the elements or objects before the terms encompass the elements or objects listed after the terms and their equivalents, and do not exclude other elements or objects. The terms "connect" or "connected" and similar terms do not mean only physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms "upper", "lower", "left", "right", and the like only represent relative positional relationships, and when the absolute positions of the described objects change, the relative positional relationships can also change accordingly.

[0137] While the principles and spirit of the application have been described with reference to several specific embodiments, it is to be understood that the application is not limited to the specific embodiments disclosed, and that the division of aspects is not meant to imply that features from these aspects cannot be combined to benefit, but is merely for ease of presentation. The application is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims. The scope of the appended claims is the broadest interpretation under the law, encompassing 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, the system acquires the target vehicle's real-time speed and real-time gradient. Determine 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 and / or the real-time gradient being greater than the preset gradient, a first braking curve is retrieved, and the braking of the target vehicle is controlled according to the first braking curve, including: in response to the pedal feel mode being in comfort mode and the comfort braking system being off, determining to control the braking of the target vehicle according to the first braking curve; in response to the pedal feel mode being in sport mode and the comfort braking system being on, determining to control the braking of the target vehicle according to the first braking curve; in response to the pedal feel mode being in sport mode and the comfort braking system being off, determining to control the braking of the target vehicle according to the first braking curve. In response to the real-time speed not being greater than the preset speed and the real-time gradient not being greater than the preset gradient, 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 travel of the brake pedal of the target vehicle and the braking force of the target vehicle; the change in braking force of the second braking curve within a unit travel is less than the change in braking force of the first braking curve within a unit travel.

2. The vehicle braking control method according to claim 1, characterized in that, The method further includes: Determine a first correspondence between the travel distance of the brake pedal of the target vehicle when it is depressed and the braking force of the target vehicle at that travel distance; A first coordinate system is established with the travel distance of the brake pedal of the target vehicle as the horizontal axis and the braking force of the target vehicle at that travel distance as the vertical axis. The first correspondence 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 includes: The first correspondence is compressed according to a preset ratio to obtain the second correspondence; The second correspondence is plotted 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 the brake pedal feel adjustment system of the target vehicle and the comfort braking system are activated; wherein, the pedal feel mode includes comfort mode and sport mode; In response to the pedal feel mode being in comfort mode and the comfort braking system being activated, it is determined that the braking of the target vehicle will be controlled according to the second braking curve.

5. The vehicle braking control method according to claim 1, characterized in that, Before controlling the braking of the target vehicle according to the second braking curve, the method further includes: Determine the operating status of the brake pedal feel adjustment system, comfort braking system, and vehicle stability control system of the target vehicle; In response to the normal operation of the brake pedal feel adjustment system, the comfort braking system, and the vehicle stability control system, it is determined that the braking of the target vehicle should be controlled according to the second braking curve.

6. The vehicle braking control method according to claim 5, characterized in that, The method further includes: In response to an abnormal 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 that the braking of the target vehicle shall be controlled according to the first braking curve.

7. A vehicle braking control device, characterized in that, include: The acquisition module is configured to acquire the real-time speed and real-time gradient of the target vehicle in response to receiving a braking command. The judgment module is configured to determine 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, in response to the real-time speed being greater than the preset speed and / or the real-time gradient being greater than the preset gradient, retrieve a first braking curve and control the braking of the target vehicle according to the first braking curve, including: in response to the pedal feel mode being in comfort mode and the comfort braking system being off, determining to control the braking of the target vehicle according to the first braking curve; in response to the pedal feel mode being in sport mode and the comfort braking system being on, determining to control the braking of the target vehicle according to the first braking curve; in response to the pedal feel mode being in sport mode and the comfort braking system being off, determining to control the braking of the target vehicle according to the first braking curve. The second response module is configured to, in response to the real-time speed not being greater than the preset speed and the real-time gradient not being greater than the preset gradient, retrieve a second braking curve 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 travel of the brake pedal of the target vehicle and the braking force of the target vehicle; the change in braking force of the second braking curve within a unit travel is less than the change in braking force of the first braking curve within a unit travel.

8. 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, it implements the vehicle braking control method as described in any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium, characterized in that, The non-transitory computer-readable storage medium stores computer instructions for causing the computer to execute any one of the vehicle braking control methods of claims 1 to 6.

10. A vehicle comprising the vehicle braking control device as described in claim 7.

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