Vehicle braking control method and related device

Abstract

The invention discloses a vehicle braking control method and a related device, which can be applied to the field of automatic driving, intelligent driving or unmanned driving. In the embodiment of the invention, a controller obtains the current driving speed of a target vehicle; under the condition that the current driving speed is smaller than the first threshold value, a braking device of the target vehicle is controlled; and controlling the suspension of the target vehicle when the current driving speed is greater than the second threshold value. The impact feeling which is difficult to adapt to passengers due to braking and parking can be reduced, and the whole vehicle driving experience is improved.

Description

Technical Field

[0001] The present application relates to the field of intelligent vehicle technology, and in particular to a vehicle braking control method and related devices. Background Art

[0002] With the development of new energy vehicle technology, consumers have put forward more and more requirements for the comfort and safety of vehicles. When the vehicle is braking to stop, due to the existence of inertia, the seats and seat belts that come into contact with the passengers will inevitably cause the passengers to feel an impact that is difficult to adapt to, affecting the driving experience of the whole vehicle. Summary of the invention

[0003] The embodiments of the present application provide a vehicle braking control method and related devices, which can reduce the impact feeling that is difficult for passengers to adapt to due to braking and stopping, and improve the driving experience of the entire vehicle.

[0004] In a first aspect, an embodiment of the present application provides a vehicle braking control method, which is used for a target vehicle. The method comprises:

[0005] Acquire the current driving speed of the target vehicle; when the current driving speed is less than a first threshold, control the braking device of the target vehicle; when the current driving speed is greater than a second threshold, control the suspension of the target vehicle.

[0006] The braking control method provided in the embodiment of the present application is used for a target vehicle, and controls the braking device and / or suspension of the target vehicle based on the current driving speed of the target vehicle. For example, when the current driving speed is less than a first threshold, the braking device of the target vehicle is controlled.

[0007] In the embodiment of the present application, when the current driving speed is less than the first threshold, the braking device of the target vehicle is controlled, so that the braking process of the target vehicle can be smoother (for example, the deceleration of the target vehicle is smaller, or the change rate of the deceleration of the target vehicle is smaller, etc.), and the pressure on the suspension will be relatively small. In addition, when the current driving speed of the target vehicle is low (for example, the current driving speed is less than the first threshold), the risk of collision or loss of control of the target vehicle will also be low. Only by controlling the braking device, the longitudinal and vertical impact caused by braking and stopping to the passengers can be reduced under the premise of safe driving of the target vehicle, thereby improving the driving experience of the whole vehicle.

[0008] On the other hand, when the current driving speed of the target vehicle is high (for example, the current driving speed is greater than the second threshold), the risk of collision or loss of control of the target vehicle will also be high. Therefore, when the current driving speed is high, the braking performance of the target vehicle should be maximized to ensure the safe driving of the target vehicle. However, maximizing the braking performance of the target vehicle (for example, performing emergency braking and other operations) will inevitably bring a vertical impact to the vehicle. In an embodiment of the present application, the suspension of the target vehicle is controlled when the current driving speed is greater than the second threshold. So that, when the target vehicle is driving at high speed, on the one hand, the braking performance can be maximized to ensure the safe driving of the target vehicle. On the other hand, the vertical impact caused by high-intensity braking to passengers can be reduced, thereby improving the driving experience of the entire vehicle.

[0009] In a possible implementation of the first aspect, the method further includes:

[0010] Acquiring a current driving state of the target vehicle, wherein the current driving state includes a current deceleration and / or a current pitch angular velocity;

[0011] When the current driving speed is less than a first threshold, controlling the braking device of the target vehicle includes:

[0012] When the current driving speed is less than a first threshold, the current deceleration is greater than a third threshold, and / or the current pitch angular velocity is greater than a fourth threshold, controlling a braking device of the target vehicle;

[0013] When the current driving speed is greater than a second threshold, controlling the suspension of the target vehicle includes:

[0014] In a case where the current driving speed is greater than a second threshold, the current deceleration is greater than a fifth threshold, and / or the current pitch angular velocity is greater than a sixth threshold, the suspension of the target vehicle is controlled.

[0015] It is understandable that the current deceleration is related to the passenger's longitudinal impact feeling, and the current pitch angular velocity is related to the passenger's vertical impact feeling. In the embodiment of the present application, by judging the current driving speed and current driving state of the target vehicle, it is determined whether to control the braking device or suspension of the target vehicle. This is equivalent to taking the passenger's longitudinal impact feeling and / or vertical impact feeling as one of the conditions for whether to control the braking device or suspension of the target vehicle. In other words, the embodiment of the present application can adjust the control of the braking device or suspension in real time based on the longitudinal impact feeling and / or vertical impact feeling received by the passenger, which can improve the accuracy of controlling the braking device or suspension, thereby reducing the discomfort caused to the passenger by the longitudinal impact feeling and / or vertical impact feeling, and thus can increase the braking comfort of the target vehicle.

[0016] Specifically, when the current driving speed is less than the first threshold, the current deceleration is greater than the third threshold and / or the current pitch angular velocity is greater than the fourth threshold, the brake device of the target vehicle is controlled. When the current driving speed is greater than the second threshold, the current deceleration is greater than the fifth threshold and / or the current pitch angular velocity is greater than the sixth threshold, the suspension of the target vehicle is controlled. This is equivalent to controlling the brake device or suspension only when the passenger feels an uncomfortable impact. Thus, the frequent control of the target vehicle can be reduced to avoid accidents that may be caused by excessive control.

[0017] In another possible implementation of the first aspect, the first threshold is greater than the second threshold, and the current driving speed is greater than or equal to the second threshold and less than or equal to the first threshold; the method further includes:

[0018] As the current driving speed increases, the control strength of the braking device decreases, and the control strength of the suspension increases.

[0019] Optionally, as the current driving speed decreases, the control strength of the braking device is increased, and the control strength of the suspension is weakened.

[0020] Generally, a sudden exit from the control of the brake device and / or suspension will cause a change in the control strength, which may cause the target vehicle to experience a noticeable vertical and / or longitudinal jerk, thus causing an uncomfortable riding experience for passengers. For ease of description, the sudden exit from the control of the brake device and / or suspension will be collectively referred to as a control mutation.

[0021] In the embodiment of the present application, the control strength of the brake device and the suspension is determined based on the current driving speed (for example, as the current driving speed increases, the control strength of the brake device decreases, and the control strength of the suspension increases. For another example, as the current driving speed decreases, the control strength of the brake device increases, and the control strength of the suspension decreases.). This allows the braking control of the target vehicle to smoothly transition between only controlling the brake device and only controlling the suspension, avoiding uncomfortable driving experience caused by sudden changes in control.

[0022] In another possible implementation of the first aspect, the method further includes:

[0023] Based on the vehicle state of the target vehicle, a braking control indication state is generated; the vehicle state includes one or more of the following: pitch angle, deceleration, roll angle, yaw angle, pitch angular velocity, deceleration change rate, pitch angular velocity change rate and the state of a high priority function; the braking control indication state is used to indicate the current driving speed of the target vehicle.

[0024] Optionally, when the vehicle state satisfies a first preset condition, a braking control indication state is generated. The first preset condition, for example, includes one or more of the following: the pitch angle is greater than the seventh threshold, the deceleration is greater than the eighth threshold, the pitch angle velocity change rate is greater than the ninth threshold, or the high priority function is not activated.

[0025] Optionally, when the vehicle state satisfies a second preset condition, a braking control indication state is generated. The second preset condition includes, for example, one or more of the following: the vehicle has no risk of rolling or instability, the vehicle deceleration is less than a tenth threshold, or the pitch angular velocity change rate is less than an eleventh threshold.

[0026] Optionally, when the vehicle state satisfies a third preset condition, a braking control indication state is generated. The third preset condition may be, for example, a risk of the vehicle rolling or becoming unstable.

[0027] In the embodiment of the present application, a braking control indication state is generated based on the vehicle state of the target vehicle and used to indicate the acquisition of the current driving speed of the target vehicle, which can reduce the action of acquiring the current driving speed and thus avoid excessive intervention in the braking process of the target vehicle.

[0028] It can be seen from the optional solution that when the vehicle state satisfies the first preset condition, the second preset condition or the third preset condition, a braking control indication state is generated.

[0029] Among them, the limitations on the pitch angle, deceleration or pitch angle velocity change rate in the first preset condition are all greater than the specified threshold. It can be understood that when the impact force generated by the target vehicle on the passengers is greater than the specified threshold, a braking control indication state is generated. The high-priority function in the first preset condition is not started. It can be understood that if a function with a higher priority than the braking control method has been started, then the braking control indication state will not be generated. Normally, high-priority functions are used to handle emergency conditions of the target vehicle and ensure the safe driving of the target vehicle. Therefore, when the high-priority function is started, the operation of the high-priority function should be performed first, and the driving experience of the target vehicle should be improved (for example, generating a braking control indication state) while ensuring the safe driving of the target vehicle.

[0030] In yet another possible implementation manner of the first aspect, the brake control indication state includes a first indication state and a second indication state;

[0031] The first indication state or the second indication state is used to indicate and generate a first target control instruction; the first target control instruction is used to control the braking device and / or the suspension.

[0032] Optionally, when the vehicle preset state satisfies the above-mentioned first preset condition, the braking control indication state is the first indication state.

[0033] Optionally, when the vehicle preset state satisfies the second preset condition or the third preset condition, the braking control indication state is the second indication state.

[0034] In another possible implementation of the first aspect, the method further includes:

[0035] Receiving a first instruction from a user, wherein the first instruction is used to instruct the target vehicle to travel in a first working mode or a second working mode;

[0036] When the target vehicle is traveling in the first working mode, the control intensity of the braking device and / or the suspension is different from that when the target vehicle is traveling in the second working mode.

[0037] Normally, the control strength of the brake device and / or suspension will affect the comfort of the passengers in the target vehicle. Different passengers will feel different about the impact force caused by the braking of the target vehicle, and different passengers will have different demands for comfort. In the embodiment of the present application, the working mode of the target vehicle is set based on the user's first instruction. The working mode is used to affect the control strength of the brake device and / or suspension, which can provide driving experiences with different comfort levels, meet the demands of different passengers for comfort during the braking process of the target vehicle, and thus enhance the driving experience of the passengers.

[0038] In another possible implementation of the first aspect, the method further includes:

[0039] Based on the working mode and the current deceleration, generating an expected deceleration of the target vehicle; and / or, based on the working mode and the current pitch angular velocity, generating an expected pitch angular velocity; the expected driving speed of the target vehicle includes the expected deceleration and / or the expected pitch angular velocity;

[0040] The generating of the first target control instruction comprises:

[0041] The first target control instruction is generated based on the current driving state and the expected driving state, and the first target control instruction is used to control a brake device and / or a suspension of the target vehicle.

[0042] In another possible implementation manner of the first aspect, the first target control instruction is used to control a brake device and / or a suspension of the target vehicle, including:

[0043] Preprocessing the first target control instruction to generate a second target control instruction; the preprocessing includes saturation processing, dead zone processing and filtering processing;

[0044] Based on the second target control instruction, a brake device and / or a suspension of the target vehicle is controlled.

[0045] In the embodiment of the present application, the second target control instruction is generated by preprocessing the first target control instruction. Based on the second target control instruction, the brake device and / or suspension of the target vehicle is controlled. The preprocessing includes saturation processing, dead zone processing, filtering processing, etc.

[0046] Normally, the generated first target control instruction will include abnormal instructions, such as instructions indicating that the control strength of the braking device and / or suspension exceeds the set range. Saturation processing is used to deal with abnormal instructions in the first target control instruction, thereby avoiding unexpected events caused by abnormal instructions. A dead zone may be, for example, a situation where the control instruction output by the braking control method is not much different from the control instruction output without the braking control method. Dead zone processing is used to deal with control instructions in the dead zone in the first target control instruction, which can avoid problems such as failure of the control function due to the small difference between the input and the output. Filtering processing may, for example, be filtering the control strength indicated by the first target control instruction to filter out control instructions that may cause a sudden change in control strength, thereby reducing the discomfort caused to passengers by the sudden change in control strength.

[0047] In another possible implementation manner of the first aspect, the braking control indication state is a first indication state; and generating the first target control instruction based on the current driving state and the expected driving state includes:

[0048] generating a first control instruction based on feedforward control, the expected deceleration and / or the expected pitch angular velocity;

[0049] generating a second control instruction based on feedback control, the current deceleration and / or the current pitch angular velocity;

[0050] The first target control instruction is generated based on the first control instruction and the second control instruction.

[0051] In the embodiment of the present application, a first control instruction is generated by feedforward control, and a second control instruction is generated by feedback control. A first target control instruction is then generated based on the first control instruction and the second control instruction. The first target control instruction enables the target vehicle to achieve the expected driving state more accurately by controlling the braking device and / or the suspension.

[0052] In another possible implementation manner of the first aspect, the braking control indication state is the second indication state; and generating the first target control instruction based on the current driving state and the expected driving state includes:

[0053] generating a first control instruction based on feedforward control, the expected deceleration and / or the expected pitch angular velocity;

[0054] generating a second control instruction based on feedback control, the current deceleration and / or the current pitch angular velocity;

[0055] generating a third control instruction based on the first control instruction and the second control instruction;

[0056] The third control instruction is subjected to a ramp-down process to generate the first target control instruction; the ramp-down process is used to weaken the control strength of the first target control instruction on the braking device and / or the suspension.

[0057] Since directly exiting the control of the braking device and / or suspension will cause a sudden change in the control strength, causing a sudden change in the driving state of the target vehicle, it will inevitably cause discomfort to the passengers and affect the driving experience. In the embodiment of the present application, on the basis of generating the first control instruction and the second control instruction, a third control instruction is generated based on the first control instruction and the second control instruction. The first target control instruction is finally generated by performing a downslope processing on the third control instruction. It is used to weaken the control strength of the braking device and / or suspension by the first target control instruction, that is, gradually exiting the control of the braking device and / or suspension, which can avoid the discomfort caused to the passengers by the above situation and improve the driving experience.

[0058] In a second aspect, an embodiment of the present application provides a device for controlling vehicle braking, characterized in that the device is used for a target vehicle, and the device comprises:

[0059] An acquisition unit, used for acquiring the current driving speed of the target vehicle;

[0060] A control unit is used to control the braking device of the target vehicle when the current driving speed is less than a first threshold value; and to control the suspension of the target vehicle when the current driving speed is greater than a second threshold value.

[0061] In yet another possible implementation manner of the second aspect, the acquisition unit is further configured to acquire a current deceleration and / or a current pitch angular velocity of the target vehicle;

[0062] The control unit is specifically used to control the braking device of the target vehicle when the current driving speed is less than a first threshold, the current deceleration is greater than a third threshold and / or the current pitch angular velocity is greater than a fourth threshold; and to control the suspension of the target vehicle when the current driving speed is greater than a second threshold, the current deceleration is greater than the third threshold and / or the current pitch angular velocity is greater than a fourth threshold.

[0063] In yet another possible implementation of the second aspect, the first threshold is greater than the second threshold, and the current driving speed is greater than or equal to the second threshold and less than or equal to the first threshold;

[0064] The control unit is further configured to, as the current driving speed increases, reduce the control strength of the braking device and increase the control strength of the suspension.

[0065] In yet another possible implementation manner of the second aspect, the device further includes:

[0066] a generating unit, configured to generate a brake control indication state based on a vehicle state of the target vehicle;

[0067] The vehicle status includes one or more of the following: pitch angle, deceleration, roll angle, yaw angle, pitch angular velocity, deceleration change rate, pitch angular velocity change rate and the status of high priority functions; the braking control indication status is used to indicate the acquisition of the current driving speed of the target vehicle.

[0068] In yet another possible implementation manner of the second aspect, the brake control indication state includes a first indication state and a second indication state;

[0069] The first indication state or the second indication state is used to indicate the generation of a first target control instruction, and the first target control instruction is used to control the braking device and / or the suspension.

[0070] In yet another possible implementation manner of the second aspect, the device further includes:

[0071] A receiving unit, used for receiving a first instruction from a user, wherein the first instruction is used for instructing the target vehicle to travel in a first working mode or a second working mode;

[0072] When the target vehicle is traveling in the first working mode, the control intensity of the braking device and / or the suspension is different from that when the target vehicle is traveling in the second working mode.

[0073] In another possible implementation of the second aspect, the generating unit is further configured to generate an expected deceleration of the target vehicle based on the operating mode and the current deceleration; and / or, based on the operating mode and the current pitch angular velocity, generate an expected pitch angular velocity; the expected driving state of the target vehicle includes the expected deceleration and / or the expected pitch angular velocity;

[0074] The generating of the first target control instruction comprises:

[0075] The first target control instruction is generated based on the current driving state and the expected driving state, and the first target control instruction is used to control a brake device and / or a suspension of the target vehicle.

[0076] In another possible implementation of the second aspect, the generating unit is further configured to preprocess the first target control instruction to generate a second target control instruction; the preprocessing includes saturation processing, dead zone processing, and filtering processing;

[0077] The control unit is specifically configured to control a brake device and / or a suspension of the target vehicle based on the second target control instruction.

[0078] In yet another possible implementation manner of the second aspect, the braking control indication state is the first indication state; and the generating unit is specifically configured to:

[0079] generating a first control instruction based on feedforward control, the expected deceleration and / or the expected pitch angular velocity;

[0080] generating a second control instruction based on feedback control, the current deceleration and / or the current pitch angular velocity;

[0081] The first target control instruction is generated based on the first control instruction and the second control instruction.

[0082] In yet another possible implementation manner of the second aspect, the braking control indication state is the second indication state; and the generating unit is specifically configured to:

[0083] generating a first control instruction based on feedforward control, the expected deceleration and / or the expected pitch angular velocity;

[0084] generating a second control instruction based on feedback control, the current deceleration and / or the current pitch angular velocity;

[0085] generating a third control instruction based on the first control instruction and the second control instruction;

[0086] The third control instruction is subjected to a ramp-down process to generate the first target control instruction; the ramp-down process is used to weaken the control strength of the first target control instruction on the braking device and / or the suspension.

[0087] In a third aspect, an embodiment of the present application provides a chip, the chip comprising a processor. When the processor calls a computer program or instruction, the method described in any one of the first aspects is executed. That is, the processor is used to implement the method described in any one of the first aspects.

[0088] Optionally, the chip further includes a communication interface, where the communication interface is used to receive and / or send data, and / or the communication interface is used to provide input and / or output for the processor.

[0089] Optionally, the chip may also include a memory, which may be used to store computer programs or instructions. Furthermore, the memory may be located outside the processor, or may be integrated with the memory.

[0090] In a fourth aspect, an embodiment of the present application further provides a device for controlling vehicle braking, the device comprising a processor and a storage medium, the storage medium storing instructions, and when the instructions are executed by the processor, any method of the first aspect is implemented.

[0091] In a fifth aspect, an embodiment of the present application further provides a terminal, which includes the device for controlling vehicle braking according to any one of the second aspects, or includes the chip described in the third aspect.

[0092] Optionally, the terminal may be an intelligent terminal or transportation tool such as a vehicle, a drone, or a robot.

[0093] In a sixth aspect, an embodiment of the present application provides a computer-readable storage medium, which is used to store instructions or computer programs. When the instructions or computer programs are executed, the method described in any one of the first aspects above is implemented.

[0094] In a seventh aspect, the present application provides a computer program product, which includes computer instructions or a computer program. When the instructions or the computer program are executed, the method described in any one of the first aspects is implemented.

[0095] Optionally, the computer program product may be a software installation package or an image package. When the aforementioned method is required, the computer program product may be downloaded and executed on a computing device.

[0096] The beneficial effects of the technical solutions provided in the second to seventh aspects of the present application can refer to the beneficial effects of the technical solution of the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0097] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the background technology, the drawings required for use in the embodiments of the present application or the background technology will be described below.

[0098] Figure 1 A schematic diagram of the forces during a vehicle braking process provided in an embodiment of the present application;

[0099] Figure 2A A schematic diagram of the first type of passenger force provided in an embodiment of the present application;

[0100] Figure 2B A second passenger force diagram provided in an embodiment of the present application;

[0101] Figure 2C A third passenger force diagram provided in an embodiment of the present application;

[0102] Figure 2D A fourth passenger force diagram provided in an embodiment of the present application;

[0103] Figure 3 A schematic flow chart of a first braking control method provided in an embodiment of the present application;

[0104] Figure 4 A state transition diagram provided for an embodiment of the present application;

[0105] Figure 5 A schematic diagram of a driving state change provided in an embodiment of the present application;

[0106] Fig. 6A A schematic diagram of a mode selection provided in an embodiment of the present application;

[0107] Figure 6B A schematic diagram of another driving state change provided in an embodiment of the present application;

[0108] Figure 7 A schematic diagram of generating a control instruction provided in an embodiment of the present application;

[0109] Figure 8 A schematic diagram of a preprocessing process provided in an embodiment of the present application;

[0110] Fig. 9 A schematic flow chart of a second control method provided in an embodiment of the present application;

[0111] Fig.10 A schematic diagram of the structure of a brake control device provided in an embodiment of the present application;

[0112] Fig.11A schematic diagram of the structure of another possible brake control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0113] In the embodiment of the present application, "multiple" refers to two or more. In the embodiment of the present application, "and / or" is used to describe the association relationship of the associated objects, indicating three relationships that can exist independently, for example, A and / or B, which can be expressed as: A exists alone, B exists alone, or A and B exist at the same time. The description methods such as "at least one (or at least one) of a1, a2, ... and an" used in the embodiment of the present application include the situation where any one of a1, a2, ... and an exists alone, and also include any combination of any multiple of a1, a2, ... and an, each of which can exist alone; for example, the description method of "at least one of a, b and c" includes the situation where a is alone, b is alone, c is alone, a and b are combined, a and c are combined, b and c are combined, or abc is combined.

[0114] In the various embodiments of the present application, unless otherwise specified or logically conflicting, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0115] The embodiments of the present application are described exemplarily below in conjunction with the drawings in the embodiments of the present application.

[0116] With the improvement of living standards, passengers have higher and higher requirements for vehicle comfort, including vehicle stability and noise. Among them, the stability of the vehicle includes the stability of the vehicle during braking, and the stability of the vehicle can be judged from one or more of the following, such as the pitch angle, pitch angular velocity, pitch angular velocity change rate, deceleration and deceleration change rate of the vehicle.

[0117] To better understand the stability of the vehicle during braking and the impact forces that passengers may experience, please refer to Figure 1 .

[0118] Figure 1 A schematic diagram of the force applied to a vehicle during braking is provided in an embodiment of the present application. Figure 1As shown, a passenger 120 rides on a vehicle 110, and the vehicle 110 includes a tire 111 and a suspension 112. The tire 111 can generate friction by contacting the ground and act on the vehicle 110, so that the vehicle 110 moves or stops moving. For example, by controlling the braking device of the vehicle 110, the tire 111 and the ground can generate friction opposite to the forward direction of the vehicle 110, and act on the vehicle 110, so that the vehicle 110 slows down (the process of slowing down the vehicle 110 can be called the braking process of the vehicle 110). The suspension 112 is used to connect the tire 111 and the body of the vehicle 110, and is used to reduce the vibration of the body of the vehicle 110 and improve the driving experience of the passenger 120. For example, when the vehicle 110 travels on a bumpy road, it will cause a large vibration of the tire 111. The suspension 112 can reduce the vibration amplitude of the body by continuously expanding and contracting, thereby improving the stability of the body and ensuring the driving experience of the passenger 120.

[0119] The brake device may be, for example, a brake by wire (BBW) device, including an electric hydraulic brake (EHB) device and an electric mechanical brake (EMB) device, etc. The suspension 112 may be, for example, an active suspension or a semi-active suspension.

[0120] Generally, the vehicle 110 is subjected to the combined effect of the support force 130 and the friction force 140 during the braking process, wherein the support force 130 includes a first support force and a second support force. The friction force 140 includes the friction between the tire 111 and the ground, and the friction force 140 is generally used to slow down the driving speed of the vehicle 110. The first support force may be the support force of the ground on the tire 111 when the vehicle 110 is stationary. For ease of understanding, the first support force may be understood as the support force of the ground on the tire 111 when the vehicle is stationary and placed on a horizontal road. The second support force may be the additional support force of the ground on the tire 111 caused by braking during the braking process of the vehicle 110. In some scenarios, the vehicle 110 pitches during the braking process, so the value of the second support force may be a positive value or a negative value. For example, when the vehicle 110 is in the process of pitching up, the second support force is generally a negative value. When the vehicle 110 is in the process of pitching down, the second support force is generally a positive value.

[0121] It is understandable that the vehicle 110 is usually only subjected to the first supporting force when in a stationary state. The vehicle 110 is subjected to the combined effects of the supporting force 130 and the friction force 140 during braking.

[0122] To better understand the force process of the passenger 120 during the braking process of the vehicle 110, please refer to Figures 2A to 2D(including passengers 120 and seats 113). Figure 1 right Figures 2A to 2D An exemplary introduction is given, wherein Figure 2A This is a schematic diagram of the first type of passenger force provided in an embodiment of the present application. Figure 2A For example, it can be a schematic diagram of the forces acting on the passenger 120 when the vehicle 110 is in a fixed driving state. The fixed driving state generally means that the driving speed and driving direction of the vehicle 110 are fixed. For example, the driving speed of the vehicle 110 is 0, which is equivalent to the vehicle 110 being stationary. Alternatively, the driving speed of the vehicle 110 is 60 km / h, and the driving direction is fixed to the east, which is equivalent to the vehicle 110 being in a state of uniform straight-line driving. Since the vehicle 110 is in a fixed driving state, Figure 2A The illustrated passenger 120 typically receives support only from the seat 113 .

[0123] Figure 2B A second passenger force diagram provided in an embodiment of the present application. Figure 2B For example, it can be a schematic diagram of the forces acting on the passenger 120 at the initial stage of braking of the vehicle 110. The initial stage of braking can be understood as the process in which the vehicle 110 starts braking and the friction force 140 and the second supporting force are generated between the tire 111 and the ground. At the initial stage of braking of the vehicle 110, due to the friction force 140 and the second supporting force, the vehicle will be in a state of deceleration. However, due to its own inertia, the passenger 120 will continue to maintain the current running state, so the passenger 120 will be Figure 2B The sitting posture shown is converted into a forward leaning state, such as Figure 2C shown.

[0124] Figure 2C A third passenger force diagram provided for the application embodiment. Figure 2C For example, it can be a schematic diagram of the force applied to the passenger 120 when the vehicle 110 is in the middle stage of braking. The middle stage of braking can be understood as a process in which the vehicle 110 is continuously subjected to the action of the friction force 140, and the vehicle 110 is in a state of continuous deceleration. Normally, in order to ensure the safety of the passenger 120, when the passenger 120 leans forward to a certain state, it will be balanced by external forces to prevent the passenger from leaning forward further, so as to avoid collision of the passenger 120 and ensure the safety of the passenger 120. Therefore, the passenger 120 will inevitably be subjected to the action of external forces in the middle stage of braking of the vehicle 110, which will make the passenger 120 feel uncomfortable.

[0125] Figure 2D A fourth passenger force diagram provided in an embodiment of the present application. Figure 2DFor example, it can be a schematic diagram of the force on the passenger 120 in the late stage of braking of the vehicle 110. The late stage of braking can be understood as the process from the vehicle 110 being nearly stopped to the tire 111 having no relative motion with the ground. At this time, the vehicle 110 is actually relatively stationary with the ground, but the vehicle body is subjected to the force of the tire 111 and the suspension 112, so that the passenger 120 is also subjected to the force. The force is, for example, a diagonal force backward, such as Figure 2D As shown, the passenger 120 can be transformed from a forward leaning state to a backward leaning state, causing the passenger 120 to experience discomfort.

[0126] It can be understood that the actual braking process of the vehicle 110 is different from that of Figures 2A to 2D The situation shown is more complicated, and therefore, the impact force on the passenger 120 is more varied. Figures 2A to 2D The diagram only exemplarily shows a portion of the braking state of the vehicle 110 during the braking process, and is used to help readers better understand the technical solution provided by the embodiment of the present application. Figures 2A to 2D The situations mentioned above serve as limitations on the technical solutions provided in the embodiments of the present application.

[0127] Combination pair Figures 2A to 2D According to the analysis, when the vehicle 110 is in the braking process, the passenger 120 is usually subjected to vertical and / or longitudinal impact force, and the strength of the impact force is related to the braking strength. Specifically, there is a positive correlation between the braking strength and the friction force 140. For example, an increase in the braking strength will lead to an increase in the friction force 140, and the external force used to balance the passenger 120 will also be greater, which will cause the passenger 120 to be subjected to a stronger longitudinal impact force, causing more discomfort to the passenger 120. Similarly, as the braking strength increases, the pressure on the suspension 112 will also increase. When the vehicle 110 stops braking, the suspension 112 will release the pressure, causing the passenger 120 to be subjected to a stronger vertical impact force, causing more discomfort to the passenger 120.

[0128] In order to improve the riding experience of the passenger 120 during the vehicle braking process, the embodiment of the present application provides a vehicle braking control method for reducing the longitudinal and / or vertical impact caused by braking to the passenger, thereby improving the riding experience of the passenger. Figure 3 , is a flow chart of a first braking control method provided in an embodiment of the present application, the method includes but is not limited to the following steps:

[0129] S301. The controller obtains the current driving speed of the target vehicle.

[0130] The controller is capable of acquiring a target vehicle (the target vehicle may be, for example, the aforementioned Figure 1The vehicle 110 shown in . ) is a device for measuring the current driving speed of the target vehicle. In some scenarios, the controller can be set in the target vehicle, for example, it can be a suspension controller, a brake controller, an electronic control unit (ECU), a vehicle control unit (VCU), a vehicle integration unit (VIU) or a domain controller (DC) in the target vehicle. In other scenarios, the controller can also be a controller outside the target vehicle, which can communicate wirelessly with the target vehicle and obtain the current driving speed of the target vehicle through the wireless communication. For example, it can be a server that establishes a communication connection with the target vehicle or a controller located on other vehicles. In the embodiments of the present application, the type of controller and the location of the controller are not limited.

[0131] Exemplarily, the controller includes, but is not limited to, a microcontroller unit (MCU), a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor (MPU), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a complex programmable logic device (CPLD), a coprocessor (to assist the central processing unit to complete corresponding processing and applications), and other processing modules or a combination of more.

[0132] The controller can obtain the current speed of the target vehicle by reading data on the Controller Area Network (CAN) bus. The controller can also directly obtain the rotation speed of the target vehicle's wheels and generate the current speed of the target vehicle in combination with the circumference of the wheel's outer diameter. For example, if the controller obtains that the rotation speed of the target vehicle's wheels is 4r / s and the circumference of the wheel's outer diameter is 5m, the current speed of the target vehicle can be calculated to be 72km / h.

[0133] It should be noted that the embodiment of the present application does not limit the technical means for generating the current driving speed of the target vehicle, nor does it limit how the above-mentioned controller obtains the current driving speed.

[0134] In a possible implementation manner, before the controller obtains the current driving speed of the target vehicle, it is also necessary to determine the state of the target vehicle. When the state of the target vehicle satisfies the condition, the controller obtains the current driving speed.

[0135] Case 1: The target vehicle is in the braking process. In this case, the controller can obtain the current speed of the target vehicle and output a control instruction. For example, step S302A, step S302B or step S302C is executed.

[0136] The target vehicle is in the braking process, which usually means that the target vehicle is in the process of decelerating. For example, the target vehicle is in the braking process through the brake pedal, brake handbrake and electronic handbrake. Or, the active braking function of the target vehicle is triggered, causing the target vehicle to be in the process of decelerating.

[0137] In some scenarios, the target vehicle is in the braking process, which means pressing the brake pedal of the target vehicle, pulling up the brake handbrake of the target vehicle, or triggering one or more functions of the electronic handbrake, thereby causing the target vehicle to be in the deceleration process.

[0138] Exemplarily, the driver of the target vehicle may step on the brake pedal, causing the target vehicle to be in the process of decelerating. In some special cases, the brake pedal, brake handbrake or electronic handbrake may be affected by other external forces, causing the target vehicle to decelerate. For example, the brake pedal is squeezed by debris in the target vehicle, causing the target vehicle to decelerate. For another example, the handbrake of the target vehicle is pulled up by a passenger, causing the target vehicle to decelerate. For another example, the electronic handbrake is accidentally touched by a passenger, causing the target vehicle to decelerate. It is understandable that the embodiments of the present application do not limit the motivation and reasons for stepping on the brake pedal or pulling up the brake handbrake.

[0139] The target vehicle being in a braking process may also refer to triggering an active braking function of the target vehicle, thereby causing the target vehicle to be in a deceleration process. Among them, the active braking function may refer to an active braking system of the target vehicle, which can control the braking system of the target vehicle by sending a control command.

[0140] For example, when an obstacle suddenly appears in front of the target vehicle, in order to avoid a collision of the target vehicle, the active braking function sends a control instruction to control the braking device of the target vehicle, so that the target vehicle is in a deceleration state.

[0141] For example, when the target vehicle is in an overspeeding state, the "safe driving assistance system" of the target vehicle is triggered. The system combines information such as the speed of the target vehicle to issue a control instruction for controlling the target vehicle to decelerate, and then controls the braking device of the target vehicle, so that the target vehicle is in a decelerating state.

[0142] Exemplarily, the target vehicle may also receive a control instruction from an external controller, thereby controlling the brake device of the target vehicle so that the target vehicle is in a decelerated state. The external controller may be a server that establishes a communication connection with the target vehicle or a controller located on another vehicle. The other vehicle may establish a communication connection with the target vehicle and send the control instruction through the communication connection.

[0143] The above lists some of the situations that cause the target vehicle to be in the braking process. It is understandable that the embodiments of the present application do not limit the causes and triggering mechanisms that cause the target vehicle to be in the braking process. In the case where the target vehicle is in the braking process, it is within the protection scope of the embodiments of the present application.

[0144] Case 2: The current driving state of the target vehicle meets the preset conditions. In this case, when the current driving state of the target vehicle meets the preset conditions, the controller obtains the current driving speed of the target vehicle and outputs a control instruction. For example, step S302A, step S302B or step S302C is executed.

[0145] The current driving state of the target vehicle includes current deceleration and / or current pitch angular velocity, etc.

[0146] The embodiments of the present application do not limit how to generate the current driving state of the target vehicle. For example, one or more of the current deceleration, pitch angle, and pitch angular velocity of the target vehicle can be generated by a "posture sensor". For another example, the current deceleration and / or pitch angle of the target vehicle can be generated by a "3D accelerometer". For another example, the current driving state of the target vehicle can be generated by multiple sensors such as a "3D accelerometer", a "magnetic sensor", and a "gyroscope", for example, the angle of the target vehicle on each axis is generated by a "3D accelerometer", the heading of the target vehicle is generated by a "magnetic sensor", and the angular velocity of the target vehicle on each axis is generated by a "gyroscope".

[0147] Similarly, the embodiments of the present application do not limit how the controller obtains the current driving state. For example, the controller can read data on the CAN bus to obtain the current driving state of the target vehicle. For example, the controller can also directly read data generated by the sensor to obtain the current driving state of the target vehicle.

[0148] Combining the above Figure 1 , Figures 2A to 2DThe following conclusion can be drawn from the analysis that during the braking process of the target vehicle, the passenger will be subjected to vertical and / or longitudinal impact force, and the intensity of the impact force is related to the braking intensity. It is understandable that the vertical impact force suffered by the passenger is related to one or more of the pitch angle, pitch angular velocity and pitch angular velocity change rate of the target vehicle, and the longitudinal impact force suffered by the passenger is related to the deceleration and / or deceleration change rate of the target vehicle. In addition, under normal circumstances, the passenger will experience an uncomfortable driving experience only when the vertical and / or longitudinal impact force felt by the passenger is greater than a certain threshold. Therefore, when the current driving state of the target vehicle meets the preset conditions, the braking device of the target vehicle is controlled. It is equivalent to controlling the braking state of the target vehicle when the passenger of the target vehicle feels a specified driving experience. The above-mentioned "specified driving experience" can be, for example, an uncomfortable driving experience, or an uncomfortable driving experience that is about to be felt. By setting a suitable "preset condition", the braking state of the target vehicle can be controlled when the passenger is about to feel an uncomfortable driving experience, so that the passenger can avoid feeling an uncomfortable driving experience. By adjusting the above-mentioned "pre-set conditions", the demands of different passengers for driving experience can be met, and the effect of improving the passengers' driving experience can also be achieved.

[0149] The following is an exemplary introduction to the setting of the above-mentioned “preset conditions” in combination with the current driving state of the target vehicle.

[0150] For the sake of convenience, the following description is made by taking the current driving state including the current deceleration and / or the current pitch angular velocity as an example. For example, the above-mentioned "preset condition" may be that the current deceleration is greater than the third threshold value and / or the current pitch angular velocity is greater than the fourth threshold value. The third threshold value may be, for example, 1 m / s 2 or 1.5m / s 2 The fourth threshold value may be, for example, 1° / s or 2° / s.

[0151] In one embodiment, the above-mentioned "preset condition" may be preset. For example, the "preset condition" is preset to be that the current deceleration is greater than 1m / s 2 And / or the current pitch angular velocity is greater than 1° / s. When the current driving state of the target vehicle reaches the "preset condition", the controller obtains the current driving speed of the target vehicle and outputs a control instruction (for example, executing step S302A, step S302B or step S302C, etc.).

[0152] In another embodiment, the third threshold and the fourth threshold can be flexibly set through control instructions, thereby changing the above "preset condition". For example, passenger A can change the above "preset condition" to the current deceleration greater than 2m / s through the human-computer interaction interface of the target vehicle. 2And / or the current pitch angular velocity is greater than 2° / s. When passenger A is driving the target vehicle, he finds that there is a vertical impact force during the braking process. Then, passenger A can reduce the fourth threshold so that the controller can control the target vehicle as soon as possible to reduce the discomfort caused by the vertical impact force. For example, passenger A can change the above "preset condition" to the current deceleration greater than 2m / s through the human-computer interaction interface. 2 And / or the current pitch angular velocity is greater than 1° / s.

[0153] The above current driving state may also include the deceleration change rate, pitch angle and pitch angular velocity change rate, etc. Different "preset conditions" will be set according to the current driving state. For specific implementation, please refer to the description of the current driving state being deceleration and / or pitch angular velocity, which will not be repeated here.

[0154] In the above cases 1 and 2, whether to make the controller control the braking device of the target vehicle is determined based on the braking state and the current driving state of the vehicle, respectively. However, the state of the target vehicle during driving is complex and changeable. By comprehensively considering the state of the target vehicle during driving, it is possible to determine the best time for the controller to obtain the current driving speed of the target vehicle, thereby further improving the driving comfort and driving safety of the target vehicle.

[0155] In case 3, the vehicle state of the target vehicle is comprehensively considered to generate a brake control indication state. The controller determines whether to obtain the current driving speed of the target vehicle based on the brake control indication state.

[0156] The above vehicle status includes one or more of the following: pitch angle, deceleration, roll angle, yaw angle, pitch angular velocity, deceleration change rate, pitch angular velocity change rate and the status of high priority functions, etc. Among them, pitch angle, pitch angular velocity, pitch angular velocity change rate, deceleration, deceleration change rate, roll angle and yaw angle are all driving states of the target vehicle. For the introduction of how to generate the driving state and how the controller obtains the driving state, please refer to the corresponding description in the above situation 2, which will not be repeated here. High priority functions usually refer to functions with higher activation priority, which are usually used to ensure the safe driving of the target vehicle. For example, it can be an electronic stability control system (ESC) or an automatic emergency braking system (AEB). The high priority functions will be further introduced below, which will not be described in detail here.

[0157] Next, the conditions for generating the above-mentioned "brake control indication state" are listed by way of example. Among them, "Condition 1" to "Condition 5" introduce the judgment conditions related to the driving state of the target vehicle, such as pitch angle, pitch angular velocity, pitch angular velocity change rate, deceleration and deceleration change rate, etc. "Condition 6" to "Condition 11" introduce the judgment conditions related to the loss of control of the target vehicle, such as yaw angle and roll angle, etc. "Condition 12" and "Condition 13" introduce the judgment conditions related to high priority functions. "Condition 14" and "Condition 15" introduce the judgment conditions related to the active braking of the target vehicle.

[0158] Condition 1: The pitch angle of the target vehicle is greater than threshold 1. The pitch angle includes an absolute pitch angle and a relative pitch angle. Generally, the absolute pitch angle refers to the pitch angle of the target vehicle relative to the horizontal line, and the relative pitch angle refers to the pitch angle of the target vehicle relative to the road on which it is traveling. Threshold 1 can be, for example, 3° or 5°, etc., which is not limited in the embodiments of the present application.

[0159] Condition 2: The pitch angular velocity of the target vehicle is greater than threshold 2. The pitch angular velocity includes the angular velocity of the target vehicle pitching down and the angular velocity of the target vehicle pitching up. Therefore, the pitch angular velocity is greater than threshold 2, for example, the angular velocity of the target vehicle pitching down is greater than threshold 2, or the angular velocity of the target vehicle pitching up is greater than threshold 2. Threshold 2 may be, for example, 3° / s or 5° / s, etc., which is not limited in the embodiments of the present application.

[0160] Condition 3: The pitch angular velocity change rate of the target vehicle is greater than threshold 3. Similarly, the pitch angular velocity change rate includes the lower pitch angular velocity change rate and the upper pitch angular velocity change rate, and the pitch angular velocity change rate generally refers to the absolute value of the pitch angular velocity change rate. Threshold 2 may be, for example, 1° / s or 2° / s, etc., which is not limited in the present embodiment.

[0161] Condition 4: The deceleration of the target vehicle is greater than threshold 4. For the deceleration of the target vehicle, please refer to the corresponding description in the above situation 2, which will not be repeated here. Threshold 4 can be, for example, 1 m / s 2 or 1.5m / s 2 The embodiments of the present application do not limit this.

[0162] Condition 5: The deceleration change rate of the target vehicle is greater than a threshold value 5. The deceleration change rate generally refers to the absolute value of the deceleration change rate. The threshold value 5 may be, for example, 0.1 m / s or 0.5 m / s, etc., and this embodiment of the application does not limit this.

[0163] For the method of setting the above threshold 1, threshold 2, threshold 3, threshold 4 or threshold 5, please refer to the method of setting the third threshold or the fourth threshold in the above “Case 2”, for example, it can be set in advance or flexibly set through instructions. For specific description, please refer to the above corresponding content, which will not be repeated here.

[0164] In some implementations, when the vehicle state of the target vehicle satisfies one or more of the above-mentioned "conditions one" to "conditions five", the controller generates the above-mentioned "brake control indication state" and instructs the controller to obtain the current driving speed of the target vehicle. For example, when the vehicle state of the target vehicle satisfies "condition one", the controller executes the operation of obtaining the current driving speed of the target vehicle in step S301, and continues to execute subsequent steps S302A, S302B or S302C, etc. For another example, when the vehicle state of the target vehicle satisfies both "condition one" and "condition two", the controller executes the operation of obtaining the current driving speed of the target vehicle in step S301, and continues to execute subsequent steps S302A, S302B or S302C, etc.

[0165] When the vehicle state of the target vehicle meets the preset conditions (such as the above-mentioned "condition one" to "condition five"), the controller obtains the current driving speed of the target vehicle and continues to execute the subsequent control method. The frequency of the controller executing the subsequent control method can be reduced, and the controller is prevented from frequently intervening in the control of the brake device and / or suspension of the target vehicle. In addition, by flexibly adjusting the thresholds in "condition one" to "condition five", the timing of the controller's intervention can be adjusted so that the target vehicle has different comfort experiences during the braking process, thereby meeting the comfort needs of different users. For example, when the vehicle state of the target vehicle meets the above-mentioned "condition three", the controller will generate the above-mentioned "brake control indication state" and intervene in the control of the brake device and / or suspension of the target vehicle. Generally, the pitch angular velocity change rate is related to the vertical impact force felt by the passenger. Therefore, when the vehicle state of the target vehicle meets the above-mentioned "condition three", it is equivalent to the controller generating the above-mentioned "brake control indication state" and intervening in the control of the brake device and / or suspension of the target vehicle when the vertical impact force felt by the passenger meets the threshold.

[0166] Next, the judgment conditions related to the loss of control of the target vehicle are introduced. Generally, the roll angle and yaw angle of the target vehicle in the driving state can be used to judge whether the target vehicle is at risk of losing control. For example, when the roll angle of the target vehicle is greater than 10°, it can be considered that the target vehicle is at risk of losing control. For another example, when the yaw angle of the target vehicle is greater than 8°, it can be considered that the target vehicle is at risk of losing control. Of course, the roll angle and yaw angle can also be used together as the judgment conditions for whether the target vehicle is out of control.

[0167] In a possible implementation, when the target vehicle does not have the risk of rolling or instability, the controller may execute the step S301 of obtaining the current speed of the target vehicle, and continue to execute the subsequent steps S302A, S302B, or S302C, etc. The fact that the target vehicle does not have the risk of rolling or instability may be determined by one or more of the following "condition six", "condition seven", and "condition eight".

[0168] Condition 6: The roll angle of the target vehicle is less than threshold 6. Under this condition, the target vehicle does not have the risk of rollover or instability. Threshold 6 can be, for example, 10° or 15°, etc., which is not limited in the present embodiment.

[0169] Condition 7: The yaw angle of the target vehicle is less than a threshold value 7. Under this condition, the target vehicle does not have the risk of rolling or instability. The threshold value 7 may be, for example, 5° or 8°, etc., which is not limited in the present embodiment.

[0170] Generally, the performance of the target vehicle will affect the threshold for judging whether it has rolled or become unstable. For example, a large vehicle is generally more likely to roll or become unstable than a small vehicle. Therefore, the threshold for judging whether a large vehicle has a risk of rolling or becoming unstable is generally lower than the threshold for judging whether a small vehicle has a risk of rolling or becoming unstable.

[0171] In addition, it is also possible to determine whether the target vehicle is at risk of rolling or becoming unstable by comprehensively judging the roll angle and yaw angle of the target vehicle, as shown in "Condition Eight".

[0172] Condition 8: The roll angle of the target vehicle is less than threshold 8 and the yaw angle of the target vehicle is less than threshold 9. Under this condition, the target vehicle does not have the risk of rolling or instability. Threshold 8 can be, for example, 8° or 10°, and threshold 9 can be, for example, 3° or 4°, which is not limited in the present embodiment.

[0173] In a specific implementation, the judgment of the risk of rollover or instability of the target vehicle may be more complicated. In the case where the target vehicle has a judgment module related to the risk of rollover or instability, the controller of the target vehicle can perform relevant control operations based on the judgment result in the module. For example, when the judgment module related to the risk of rollover or instability in the target vehicle outputs that the target vehicle has a risk of rollover or instability, the controller can stop executing the operation of obtaining the current driving speed of the target vehicle in step S301, or the controller gradually stops executing the operation of obtaining the current driving speed of the target vehicle in step S301 (similar to the downhill processing, there will be relevant introductions in the subsequent steps S302A, S302B or S302C, which will not be repeated here). For another example, when the judgment module related to the risk of rollover or instability in the target vehicle outputs that the target vehicle does not have a risk of rollover or instability, the controller can start executing the operation of obtaining the current driving speed of the target vehicle in step S301, and continue to execute the subsequent steps S302A, S302B or S302C.

[0174] The above-mentioned "Condition six", "Condition seven" or "Condition eight" can be used to determine that the target vehicle has no risk of rolling over or losing control. Similar methods can also be used to determine that the target vehicle has a risk of rolling over or losing control, such as "Condition nine", "Condition ten" or "Condition eleven".

[0175] Condition 9: The roll angle of the target vehicle is greater than a threshold value of 10. Under this condition, the target vehicle is at risk of rolling or becoming unstable. The threshold value 10 may be, for example, 10° or 15°, etc., which is not limited in the present embodiment.

[0176] Condition 10: The yaw angle of the target vehicle is greater than a threshold value 11. Under this condition, the target vehicle is at risk of rolling or becoming unstable. The threshold value 11 may be, for example, 8° or 12°, etc., which is not limited in the present embodiment.

[0177] Condition 11: The roll angle of the target vehicle is greater than threshold 12 and the roll angle of the target vehicle is greater than threshold 13. Under this condition, the target vehicle is at risk of rolling or instability. Threshold 12 may be, for example, 10° or 15°, and threshold 13 may be, for example, 8° or 12°, etc., which is not limited in the present embodiment.

[0178] Regarding the setting method of the above thresholds 6 to 13, please refer to the method of setting the third threshold or the fourth threshold in the above "Case 2", for example, it can be set in advance or flexibly set through instructions. Please refer to the above corresponding content for specific description, which will not be repeated here.

[0179] Next, it is determined whether the target vehicle starts the high priority function through "Condition 12" and "Condition 13". Before introducing "Condition 12" and "Condition 13", an exemplary introduction to the high priority function is first given as follows.

[0180] In some implementations, the priority level of each function can be set, and the function with a high priority level will be run first by the target vehicle. For example, the controller obtains the driving speed of the target vehicle and then outputs a control instruction (for example, executes step S302A, step S302B or step S302C, etc.), which is called a "control function". And the priority level of the "control function" is set to level 5, and the priority level of the above-mentioned ESC function or AEB function is set to level 2, then the ESC function or AEB function is a high priority function compared to the "control function".

[0181] For a clearer introduction to the high priority functions in the above implementation, please see the following table.

[0182]

[0183] As can be seen from the table above, by judging the priority of a function, it can be determined whether the function is a high-priority function of the "control function". For example, the priority of function A and function B are both 2, which is higher than the priority of the "control function", so function A and function B are both high-priority functions of the "control function". However, the priority of function C is 6, which is lower than the priority of the "control function", so function C is not a high-priority function of the "control function".

[0184] In some scenarios, functions with high priority levels are not necessarily high priority functions of the "control function". For example, the priority levels of function A and function B are both level 2, and the priority level of the above-mentioned "control function" is also set to level 5. The priority levels of function A and function B are higher than the priority level of the "control function". Among them, when function A is activated, function A will control the braking device and / or suspension of the target vehicle. When function B is activated, function B will not control the braking device and / or suspension of the target vehicle. Then, function A can be determined as a high priority function of the above-mentioned "control function". Since function B does not control the braking device and / or suspension, it will not interfere with the above-mentioned "control function", and function B may not be determined as a high priority function of the above-mentioned "control function".

[0185] For a clearer introduction to the high priority functions in the above implementation, please see the following table.

[0186]

[0187] As can be seen from the above table, it is necessary to determine whether the function is a high-priority function of the "control function" by judging the "priority level" and "whether to control the brake device and / or suspension". For example, the priority level of function A is 2, which is higher than the priority level of the "control function", and function A can control the brake device and / or suspension, so function A is a high-priority function of the "control function". Although the priority level of function B is 2, which is higher than the priority level of the "control function", function B cannot control the brake device and / or suspension, so function B is not a high-priority function of the "control function". Similarly, although function C can control the brake device and / or suspension, the priority level of function C is 6, which is lower than the priority level of the "control function", so function C is not a high-priority function of the "control function".

[0188] It is understandable that as the target vehicle becomes increasingly intelligent, the functions of the target vehicle will continue to be enriched. In the specific implementation process, the methods of setting the priority of a function or determining whether it is a high-priority function will also increase. The embodiments of the present application do not limit how to set the priority of a function or how to compare the priorities of two functions.

[0189] Condition 12: The high priority function of the target vehicle is not started. The high priority function may be, for example, the ESC function or AEB function of the target vehicle. The high priority function may also be the high priority function described in "Condition 11". Under this condition, the controller may start to execute the acquisition of the current driving speed of the target vehicle in step S301, and continue to execute the subsequent step S302A, step S302B or step S302C.

[0190] Condition 13: The high priority function of the target vehicle is activated. The high priority function may be, for example, the ESC function or the AEB function of the target vehicle. The high priority function may also be the high priority function described in "Condition 11". Under this condition, the controller may stop executing the acquisition of the current driving speed of the target vehicle in step S301, and stop executing the subsequent step S302A, step S302B or step S302C.

[0191] Next, through "Condition 14" and "Condition 15", it is determined whether the target vehicle is in the braking process.

[0192] Condition 14: The target vehicle is in the braking process. For example, if one or more of the following conditions occur: the target vehicle's brake pedal is depressed, the target vehicle's handbrake is pulled up, and the target vehicle's active braking function is triggered, the target vehicle can be considered to be in the braking process.

[0193] Condition 15: The target vehicle is not in the braking process. For example, if one or more of the following conditions does not occur: the target vehicle's brake pedal is depressed, the target vehicle's handbrake is pulled up, and the target vehicle's active braking function is triggered, the target vehicle can be considered not to be in the braking process.

[0194] Regarding the method for determining whether the target vehicle is in the braking process, please refer to the relevant description in the above “Case 1”, which will not be repeated here.

[0195] To more clearly illustrate the relationship between the fifteen conditions listed above and the generated brake control indication state, please refer to the following table.

[0196]

[0197] The above table lists "conditions", "judgment content", "group" and "whether to obtain the current driving speed of the target vehicle", among which "judgment content" refers to the content judged by the corresponding conditions. For example, the judgment content of "condition one" to "condition five" is the driving state. For another example, the judgment content of "condition fourteen" and "condition fifteen" is the braking state. "Group" is a grouping of conditions. Based on the conditions of the same group, the judgment results of whether to obtain the current driving speed of the target vehicle are the same. For example, when the conditions corresponding to group A, group B1, group C1 and group D1 are met, the controller can obtain the current driving speed of the target vehicle. When group C2 and group D2 are met, the controller cannot obtain the current driving speed of the target vehicle. When group B2 is met, the controller can obtain the current driving speed of the target vehicle, or it may not obtain the current driving speed of the target vehicle.

[0198] Based on the above introduction to "Condition Nine" to "Condition Eleven", it can be known that when "Condition Nine" to "Condition Eleven" are met, the target vehicle is at risk of rolling or becoming unstable.

[0199] In some implementations, when the controller does not output a control instruction (such as not executing subsequent step S302A, step S302B or step S302C), and the target vehicle satisfies "condition nine" to "condition eleven", the controller does not execute the step S301 to obtain the current driving speed of the target vehicle. When the controller controls the output of a control instruction (such as executing subsequent step S302A, step S302B or step S302C), and the target vehicle satisfies "condition nine" to "condition eleven", the controller executes the step S301 to obtain the current driving speed of the target vehicle, and performs a downhill process (for downhill process, please refer to the relevant introduction in subsequent step S302A, step S302B or step S302C, which will not be described in detail here).

[0200] In some implementations, the controller may determine whether to obtain the current driving speed of the target vehicle (eg, perform the operation of obtaining the current driving speed of the target vehicle in step S301 ) by judging multiple conditions.

[0201] Normally, if the same "judgment content" includes two corresponding "groups", the conditions in the two "groups" are usually mutually exclusive conditions, which means that the situations corresponding to the conditions in the two "groups" will not exist at the same time. For example, the judgment result of group C1 is to obtain the current driving speed of the target vehicle, and the judgment result of group C2 is to obtain the current driving speed of the target vehicle. The target vehicle usually does not exist in the above two states at the same time. For another example, the target vehicle will not appear in the situations corresponding to the conditions in group B1 and group B2 at the same time, nor will the target vehicle appear in the situations corresponding to the conditions in group C1 and group C2 at the same time, nor will the target vehicle appear in the situations corresponding to the conditions in group D1 and group D2 at the same time.

[0202] As can be seen from the above table, the judgment results of "whether to obtain the current driving speed of the target vehicle" based on one or more conditions in the same "group" are the same. Therefore, when the target vehicle has one or more conditions corresponding to the same "group", the judgment results obtained are the same. For example, if the target vehicle simultaneously has the vehicle states corresponding to "condition one", "condition two" and "condition three" in group A, the controller can obtain the current driving speed of the target vehicle (for example, execute the operation of obtaining the current driving speed of the target vehicle in step S301).

[0203] The target vehicle may have a situation corresponding to the conditions in multiple "groups". In this case, the judgment result of "whether to obtain the current driving speed of the target vehicle" can be generated by performing a "logical and" (&) operation on the judgment results corresponding to each "group" or "condition" to generate the final judgment result. For example, when the target vehicle has "condition one" (the judgment result is "yes"), condition "six" (the judgment result is "yes"), "condition thirteen" (the judgment result is "no") and "condition fourteen" (the judgment result is "yes"), since the judgment result corresponding to "condition thirteen" is "no", the judgment result of "whether to obtain the current driving speed of the target vehicle" is "no", and the controller cannot obtain the current driving speed of the target vehicle. For another example, the target vehicle has one or more conditions corresponding to "group A" (the judgment result is "yes"), "group B1" (the judgment result is "yes"), "group C1" (the judgment result is "yes") and "group D1" (the judgment result is "yes"). Since the judgment result of each of the above groups is "yes", the judgment result of "whether to obtain the current driving speed of the target vehicle" is "yes", and the controller can obtain the current driving speed of the target vehicle.

[0204] It is understandable that one or more conditions corresponding to the "judgment content" in the above table can be selected as the judgment condition. For example, the condition corresponding to the "driving state" can be selected as the judgment condition, and the conditions corresponding to the "driving state" and the "high priority function" can also be selected as the judgment condition.

[0205] The controller obtains the vehicle state of the target vehicle. When the vehicle state satisfies the above-mentioned "case one", "case two" or "case three", it can determine whether the controller obtains the current driving speed of the target vehicle (for example, executes the current driving speed of the target vehicle in step S301). It can avoid the controller from frequently obtaining the current driving speed of the target vehicle and frequently executing subsequent steps S302A, step S302B or step S302C, thereby reducing the frequent intervention of the brake device and / or suspension of the target vehicle. In addition, "case three" comprehensively considers the vehicle state of the target vehicle, such as driving state, roll or loss of control risk and high priority functions. When the target vehicle is in a dangerous (emergency) or imminently dangerous state, the controller does not execute the acquisition of the current driving speed and subsequent control operations (for example, step S302A, step S302B or step S302C), so as to ensure the driving safety of the target vehicle as much as possible. Only when the target vehicle is in a safe state will the controller execute the acquisition of the current driving speed and subsequent control operations (for example, step S302A, step S302B or step S302C), which can improve the comfort of the target vehicle during braking, thereby improving the driving experience of the target vehicle's drivers and passengers.

[0206] The above-mentioned related content mentioned the downhill processing. For example, when the vehicle state of the target vehicle satisfies "Situation Nine", "Situation Ten" or "Situation Eleven" in Situation Three, the controller can execute the downhill processing to make the controller gradually exit the control of the braking device and / or suspension of the target vehicle. It can be understood that the controller executing the downhill processing is a scheme for the controller to exit the control of the braking device and / or suspension of the target vehicle (equivalent to a working state of the controller). The controller can also include other working states, such as an off state, a standby state, and an on state. The following is combined with Figure 4 Together with the above-mentioned “Condition 1” to “Condition 15”, the transition of the controller between various states is exemplarily introduced.

[0207] See also Figure 4 , Figure 4 A state transition diagram provided for an embodiment of the present application includes an off state, a standby state, an on state and a ramp-down state. Among them:

[0208] The shutdown state may be that the controller does not execute any technical solutions shown in step S301, step S302A, step S302B or step S302C. For example, the controller does not execute the operation of obtaining the current driving speed of the target vehicle shown in step S301.

[0209] The standby state may be that the controller executes part or all of the technical solutions shown in step S301, step S302A, step S302B or step S302C, but does not perform the control operation of the brake device or suspension of the target vehicle. For example, the controller obtains the current driving speed of the target vehicle, and generates a control instruction for controlling the brake device or suspension of the target vehicle based on the technical solution shown in step S302A, step S302B or step S302C, but does not use the control instruction to control the brake device or suspension of the target vehicle. For another example, the controller executes the operation of obtaining the current driving speed of the target vehicle in step S301, and obtains information such as the vehicle state of the target vehicle for switching the working state.

[0210] The on state may be that the controller executes part or all of the technical solutions shown in step S301, step S302A, step S302B or step S302C, and then performs control operations on the braking device and / or suspension of the target vehicle.

[0211] The downhill state can be achieved by gradually weakening the control strength of the controller through the downhill process, so that the controller gradually withdraws from the control of the brake device and / or suspension of the target vehicle, thereby gradually transitioning the working state of the controller from the on state to the standby state.

[0212] Next, combine Figure 4 The transitions between the above-mentioned various states are introduced exemplarily.

[0213] 1) The controller switches from "off state" to "standby state". Normally, the initial state of the controller is "off state". When the target vehicle is parking braked, the working state of the controller can be switched from "off state" to "standby state". For example, when the target vehicle is in the above "condition one", the working state of the controller can be switched from "off state" to "standby state". For another example, when the target vehicle is in the situation corresponding to the above "condition fourteen", the working state of the controller can be switched from "off state" to "standby state".

[0214] 2) The controller switches from "standby state" to "off state". When the target vehicle does not perform parking brake, the working state of the controller can be switched from "standby state" to "off state". The target vehicle does not perform parking brake, for example, the brake pedal of the target vehicle is not stepped on, the handbrake is not pulled up, or the active braking function is not triggered. For example, when the target vehicle is in the situation corresponding to the above "condition fifteen", the working state of the controller can be switched from "standby state" to "off state".

[0215] 3) The controller switches from "standby state" to "on state". When the driving state of the target vehicle is unstable, the working state of the controller can be switched from "standby state" to "on state". The driving state of the target vehicle includes pitch angle, pitch angular velocity, pitch angular velocity change rate, deceleration and deceleration change rate, etc. An unstable driving state usually means that one or more of the driving states is greater than a set threshold. Such as the situations corresponding to "condition one" to "condition five" in the above "case three". It should be noted that when the "high priority function" of the target vehicle is activated, the controller will not switch from "standby state" to "on state".

[0216] In conjunction with the above “Case 3”, an exemplary introduction is given to switching the controller from the “standby state” to the “on state”.

[0217] For example, when the pitch angle of the target vehicle is greater than threshold 1, the deceleration is greater than threshold 4, and the high priority function is not activated, the controller can switch from the "standby state" to the "on state".

[0218] For example, when the pitch angle of the target vehicle is greater than threshold 1, the pitch angle velocity change rate is greater than threshold 3, and the high priority function is not activated, the controller can switch from the "standby state" to the "on state".

[0219] For example, when the deceleration of the target vehicle is greater than a threshold value 4, the deceleration change rate is greater than a threshold value 5, and the high priority function is not activated, the controller may switch from the "standby state" to the "on state".

[0220] Exemplarily, when the pitch angle of the target vehicle is greater than threshold 1, the pitch angular velocity is greater than threshold 2, the pitch angular velocity change rate is greater than threshold 3, the deceleration is greater than threshold 4, the deceleration change rate is greater than threshold 5, and the high priority function is not started, the controller can switch from "standby state" to "on state".

[0221] 4) The controller switches from the "on state" to the "downhill state". Figure 4It can be seen that the condition for the controller to switch from the on state to the downhill state can be "the target vehicle is at risk of rolling or losing control" or "the driving state of the target vehicle tends to be stable". Among them, "the target vehicle is at risk of rolling or losing control" can be, for example, the target vehicle corresponding to "condition nine" to "condition eleven" in the above "condition three", which will not be repeated here.

[0222] Generally, "the driving state of the target vehicle tends to be stable" means that one or more of the pitch angle, pitch velocity, pitch velocity change rate, deceleration and deceleration change rate of the target vehicle is less than a threshold value. For example, the target vehicle may be stable when the pitch angle is less than a threshold value 14 (for example, the threshold value 14 may be 1° or 2°) and the deceleration is less than a threshold value 15 (for example, the threshold value 15 may be 0.1 m / s 2 or 0.5m / s 2 ), the driving state of the target vehicle is considered to be stable. For another example, the pitch angle of the target vehicle is less than a threshold value 16 (for example, the threshold value 16 may be 1° or 2°), the pitch angular velocity is less than a threshold value 17 (for example, the threshold value 17 may be 1° / s or 2° / s), the pitch angular velocity change rate is less than a threshold value 18 (for example, the threshold value 18 may be 0.1° / s or 0.2° / s), the deceleration is less than a threshold value 19 (for example, the threshold value 19 may be 0.1 m / s 2 or 0.5m / s 2 ), and when the deceleration change rate is less than a threshold value 20 (for example, the threshold value 20 may be 0.1 m / s or 0.2 m / s), it is considered that the driving state of the target vehicle tends to be stable.

[0223] Regarding the setting method of the above thresholds 14 to 20, please refer to the method of setting the third threshold or the fourth threshold in the above "Case 2", for example, it can be set in advance or flexibly set through instructions. Please refer to the above corresponding content for specific description, which will not be repeated here.

[0224] 5) The controller switches from the "on state" to the "standby state" or from the "downhill state" to the "standby state". The triggering conditions for the controller switching from the "on state" to the "standby state" or from the "downhill state" to the "standby state" are the same, which are "the high priority function of the target vehicle is activated" or "the control strength of the controller is less than the threshold value". Among them, the relevant description of "the high priority function of the target vehicle is activated" can be found in the relevant introduction of the above "Condition 11", which will not be repeated here.

[0225] The control intensity in the above “control intensity of the controller is less than the threshold value” can be understood as the degree of intervention of the controller on the brake device or suspension. For example, when the degree of depression of the brake pedal of the target vehicle is the same, the degree of change of the brake pressure when the controller does not perform control on the brake device is compared with the controller performing control on the brake device. For another example, when the pressure on the suspension of the target vehicle is the same, the degree of change of the suspension damping coefficient when the controller does not perform control on the suspension is compared with the controller performing control on the suspension. Therefore, “control intensity of the controller is less than the threshold value” can be understood as the degree of change of the brake pressure before and after the controller intervenes in the control of the brake device is less than the threshold value, which can be 3N, for example. And / or, the degree of change of the suspension damping coefficient before and after the controller intervenes in the control of the suspension is less than the threshold value, which can be 2n / mm, for example. For the above threshold setting method, please refer to the method of setting the third threshold or the fourth threshold value in the above “Case 2”, for example, it can be set in advance or flexibly set by instructions. For specific description, please refer to the corresponding content above, which will not be repeated here.

[0226] In addition, "the control strength of the controller is less than a threshold value" can also be understood as the control instructions received by the braking device and / or suspension after the controller intervenes in the control of the braking device and / or suspension are similar to or the same as the control instructions received by the braking device and / or suspension when the controller is not intervened.

[0227] In one possible implementation, the states of the controller may include "off state", "on state" and "downhill state". When the target vehicle brakes, the controller will directly switch from "off state" to "on state" (equivalent to the above "case 1"). When "the high priority function of the target vehicle is activated" or "the control strength of the controller is less than the threshold", the controller will switch from "on state" or "downhill state" to "off state". The triggering conditions for the controller to switch from "on state" to "downhill state" are the same as those mentioned above. Figure 4 The same as the relevant description shown in , for specific implementation, please refer to the above Figure 4 The corresponding description in will not be repeated here.

[0228] In another possible implementation, the state of the controller may include "off state" and "on state". When the target vehicle brakes, the controller will directly switch from "off state" to "on state" (equivalent to the above "case 1"). When "the high priority function of the target vehicle is activated" or "the control strength of the controller is less than the threshold", the controller will switch from "on state" to "off state".

[0229] In another possible implementation, the states of the controller may include "off state", "standby state" and "on state". When the target vehicle is braking, the controller will directly switch from "off state" to "standby state". When the target vehicle is not braking, the controller will directly switch from "standby state" to "off state". In the case of "the driving state of the target vehicle is unstable", the controller will switch from "standby state" to "on state". In the case of "the high priority function of the target vehicle is activated" or "the control strength of the controller is less than the threshold", the controller will switch from "on state" to "standby state".

[0230] By setting Figure 4 The state transition mechanism shown can, on the one hand, prevent the controller from frequently intervening or frequently exiting the control of the target vehicle's brake device or suspension. On the other hand, the judgment conditions of the state transition fully consider the vehicle state of the target vehicle, ensuring that the target vehicle performs comfortable braking control under the premise of safe driving, and ensuring the safety and comfort of the driver and passengers to the greatest extent. In addition, a "downhill state" is set to allow the controller to gradually exit the control of the target vehicle, so that the driver and passengers will not feel the controller's exit, avoiding the vehicle's frustration caused by sudden changes in control intensity, and improving the driving experience.

[0231] In some implementations, the controller needs to calculate the expected driving state of the target vehicle based on the current driving state of the target vehicle, wherein the driving state includes one or more of the pitch angle, pitch angular velocity, pitch angular velocity change rate, deceleration, and deceleration change rate.

[0232] Among them, the current driving state can be understood as the driving state of the target vehicle when it is not controlled by the above-mentioned controller. For example, the current driving state can also be understood as the driving state of the target vehicle when the braking control method provided in the application is not started or the control command is not output. The expected driving state can be understood as the driving state that the target vehicle can reach after the above-mentioned controller intervenes. That is, the driving state that the braking control method provided in this application expects to achieve by performing braking control.

[0233] For example, the controller may generate the expected driving state by smoothing the current driving state, wherein the smoothing method may be, for example, an exponential moving average (EMA), a moving average (MA), or a savitzky golay filter (SGF).

[0234] Next, combine Figure 5, which illustrates the use of the exponential moving average method to generate the expected driving state of the target vehicle. Figure 5 , is a schematic diagram of a driving state change provided in an embodiment of the present application, which is used to show the relationship between the current driving state and the expected driving state. Figure 5 The horizontal axis is the time axis, and the vertical axis is used to represent the driving status.

[0235] It can be understood that during the braking process of the target vehicle, the change of any attribute in the driving state (for example, pitch angle, pitch angular velocity, pitch angular velocity change rate, deceleration, deceleration change rate, etc.) over time can be presented as follows: Figure 5 Middle curve or similar Figure 5 For ease of understanding, the following uses the vertical axis representing deceleration as an example to exemplarily introduce the generation of the expected driving state of the target vehicle.

[0236] In a possible implementation, the controller obtains the current deceleration of the target vehicle and combines it with the expected deceleration at the previous moment to generate the expected deceleration at the current moment.

[0237] For example, the symbol P can be used t Indicates the expected deceleration at the current moment, with P t-1 Indicates the expected deceleration at the last moment, expressed as S t Indicates the current deceleration. Then P t It can be calculated by the following formula:

[0238] P t =ω×S t +(1-ω)×P t-1 .

[0239] Wherein, ω represents the attenuation weight, which may be set to 0.9 or 0.8, etc., and the embodiments of the present application do not limit this. The setting method of the attenuation weight ω may be a preset method. For example, a vehicle tester tests the braking comfort of a target vehicle under different ω conditions, and sets the ω value corresponding to the highest comfort as the above-mentioned attenuation weight. Optionally, the attenuation weight corresponding to any attribute of the driving state may be different. For example, the attenuation weight corresponding to the deceleration is 0.9, the attenuation weight corresponding to the pitch angle is 0.8, and the attenuation weight corresponding to the pitch angular velocity change rate may be 0.85, etc.

[0240] As can be seen from the above formula, the controller can obtain the current deceleration of the target vehicle and generate the expected deceleration in real time, which has high real-time performance. In addition, the expected smoothing result can be generated by adjusting the value of the attenuation weight ω, so that the control result can achieve the expected effect and improve the driving comfort of the target vehicle.

[0241] Similarly, the expected pitch angle, expected pitch angular velocity, expected pitch angular velocity change rate, expected deceleration change rate, etc. can also be generated by the above method for generating expected deceleration. The specific implementation process will not be described in detail here.

[0242] from Figure 5 It can be seen that compared with the current driving state, the maximum value of the generated expected driving state becomes smaller (equivalent to a smaller impact force on passengers), and the change curve is smoother (equivalent to a smaller sense of frustration on passengers), thereby achieving the purpose of reducing the impact force on passengers and improving the passenger driving experience.

[0243] Normally, in the above process of generating the expected driving state, the controller will collect the current driving state of the target vehicle in real time, and calculate and generate the expected driving state at the current moment, and then generate a control instruction based on the expected driving state (see step S302A, step S302B or step S302C), and control the target vehicle.

[0244] The method provided in the embodiment of the present application can also adjust the expected driving state generated by the controller by receiving instructions from the user, and then control the target vehicle to achieve the expected driving state, so as to meet the comfort needs of different passengers, adapt to various driving scenarios, and enhance the driving experience of passengers.

[0245] See also Fig. 6A , is a schematic diagram of a mode selection provided in an embodiment of the present application. Fig. 6A As shown, it includes user instructions, working mode 1 and working mode 2, etc. Among them, the user instruction can be an instruction received by the controller through the human-machine interface (Human Machine Interface, HMI) of the target vehicle. It can also be an instruction received by the controller through a physical button on the target vehicle. The embodiment of the present application does not specifically limit how to convey the user instruction to the controller. Working mode 1 and working mode 2 can be understood as working modes in which the controller generates an expected driving state. Since the generated expected driving state is used to influence the target control instruction generated by the controller (used to control the braking device and / or suspension of the target vehicle), the above working mode can also be understood as a working mode in which the controller performs comfort braking control, or in other words, the above working mode is used to indicate the generation of a target control instruction, which is used to control the braking device and / or suspension of the target vehicle.

[0246] The above working modes are used to influence the expected driving state generated by the controller. Under the same current driving state, different working modes will generate different expected driving states. Figure 6BAs shown, it is a schematic diagram of another driving state change provided in an embodiment of the present application, which is used to show the expected driving state generated by the controller under different working modes. Figure 6B The horizontal axis is the time axis, and the vertical axis is used to represent the driving status. Figure 6B It can be seen that the expected driving states corresponding to working mode 1 and working mode 2 are different, and the expected driving state corresponding to working mode 2 is smoother than the expected driving state corresponding to working mode 1.

[0247] In a possible implementation, different working modes are used to change the method of smoothing the current driving state (for example, selecting the smoothing method of EMA or MA) and / or parameters (for example, the attenuation weight ω can be selected as 0.9 or 0.8, etc.). For the convenience of description, the deceleration is also taken as an example in the following text to exemplify the role of the working mode.

[0248] For example, when the user instruction indicates working mode 1, the controller uses EMA as the smoothing method for the current driving state, and the attenuation weight is 0.9. When the user instruction indicates working mode 2, the controller uses EMA as the smoothing method for the current driving state, and the attenuation weight is 0.8.

[0249] For example, when the user instruction indicates working mode 1, the controller uses MA as the smoothing method for the current driving state. When the user instruction indicates working mode 2, the controller uses EMA as the smoothing method for the current driving state, and the attenuation weight is 0.8.

[0250] Optional, above Fig. 6A The user instruction in the embodiment may indicate more or fewer working modes. For example, the user instruction may also indicate working mode 3, working mode 4, etc. This embodiment of the present application does not limit this.

[0251] For the implementation process of the controller generating the expected driving state based on the current driving state of the target vehicle, please refer to the above Figure 5 Related description in .

[0252] Normally, the control strength of the brake device and / or suspension will affect the comfort of the passengers in the target vehicle. Different passengers will feel different about the impact force caused by the braking of the target vehicle, and different passengers will have different demands for comfort. In the embodiment of the present application, the working mode of the target vehicle is set based on user instructions. The working mode is used to influence the controller to generate the expected driving state, thereby affecting the control strength of the brake device and / or suspension by the controller, thereby providing driving experiences with different comfort levels, meeting the demands of different passengers for comfort during the braking process of the target vehicle, and improving the driving experience of passengers.

[0253] The above content successively introduces "the situation where the controller obtains the current driving speed (such as "situation 1", "situation 2" or "situation 3")", "the state transition of the controller (such as Figure 4 )”, “The generation method of expected driving state (such as Figure 5 )" and "controller operating mode (such as Fig. 6A and Figure 6B )”, etc. Next, the controller generates a “target control instruction” (used to control the braking device and / or suspension of the target vehicle) for an exemplary introduction.

[0254] In a possible implementation, the controller may generate a "target control instruction" for controlling a brake device and / or a suspension of the target vehicle based on the "current driving speed" of the target vehicle.

[0255] For example, when the "current driving speed" of the target vehicle is less than the first threshold, the "target control instruction" is used to control the brake device of the target vehicle (for example, execute step S302A). When the "current driving speed" of the target vehicle is greater than the second threshold, the "target control instruction" is used to control the suspension of the target vehicle (for example, execute step S302B). When the first threshold is greater than the second threshold, and the "current driving speed" is less than or equal to the first threshold and greater than or equal to the second threshold, the "target control instruction" is used to control the brake device and suspension of the target vehicle (for example, execute step S302C).

[0256] It should be noted that the embodiment of the present application does not limit the values ​​of the first threshold and the second threshold.

[0257] Generally, the setting method of the above-mentioned first threshold and second threshold can be determined based on the braking distance of the target vehicle. For example, when the controller does not intervene in the braking control of the target vehicle, the speed corresponding to the first braking distance can be set to the first threshold, and the speed corresponding to the second braking distance can be set to the second threshold. For example, the first braking distance is 3m, and the corresponding speed is 30km / h. The second braking distance is 10m, and the corresponding speed is 60km / h. Then the first threshold is 30km / h, and the second threshold is 60km / h. For another example, the first braking distance is 8m, and the corresponding speed is 50km / h. The second braking distance is 4m, and the corresponding speed is 40km / h. Then the first threshold is 50km / h, and the second threshold is 40km / h. If the first threshold is less than or equal to the second threshold, the braking distance less than the first is the braking distance that the target vehicle can travel safely, and the braking distance greater than the second is the braking distance that the target vehicle has a driving risk. If the first threshold is greater than the second threshold, the braking distance greater than the first is the braking distance that the target vehicle has a driving risk, and the braking distance less than the second is the braking distance that the target vehicle can travel safely.

[0258] It should be noted that, in the process of determining the first threshold and the second threshold, the deceleration of the target vehicle is similar, or the brake pressure of the target vehicle is the same, or the brake pedal of the target vehicle is pressed at the same angle, etc. In other words, the first threshold and the second threshold measured above need to ensure that the target vehicle is in the same test environment.

[0259] Normally, the braking distance of the target vehicle is positively correlated with the driving speed. For example, when the braking pressure is the same, the braking distance of the target vehicle is positively correlated with the driving speed. Or, when the deceleration of the target vehicle is the same, the braking distance of the target vehicle is positively correlated with the driving speed. It is understandable that the longer the braking distance, the greater the probability of the target vehicle being in danger. Therefore, when the target vehicle is traveling at high speed, the braking performance of the target vehicle should be guaranteed first, and then the braking comfort of the target vehicle should be improved. Correspondingly, when the target vehicle is traveling at a low speed, the braking distance is short and it is not easy to be dangerous. Therefore, the comfort of the target vehicle can be improved by controlling the braking device of the target vehicle.

[0260] The control process of the controller is exemplarily introduced below through step S302A, step S302B and step S302C respectively.

[0261] S302A: When the current driving speed is less than a first threshold, the controller controls the braking device of the target vehicle.

[0262] Among them, the controller can generate control instructions for controlling the braking device of the target vehicle, for example, it can be a suspension controller, a brake controller, an electronic control unit (ECU), a vehicle integration unit (VIU) or a domain controller (DC) in the target vehicle. In other scenarios, the controller can also be a controller outside the target vehicle, which can communicate wirelessly with the target vehicle and obtain the current driving speed of the target vehicle through the wireless communication. For example, it can be a server that establishes a communication connection with the target vehicle or a controller located on other vehicles. In the embodiments of the present application, the type of controller and the location of the controller are not limited.

[0263] Exemplarily, the controller includes, but is not limited to, a microcontroller unit (MCU), a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor (MPU), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a complex programmable logic device (CPLD), a coprocessor (to assist the central processing unit to complete corresponding processing and applications), and other processing modules or a combination of more.

[0264] The controller may control the braking device of the target vehicle in the following manner.

[0265] Method 1: The controller generates a target control instruction to directly control the brake device, thereby achieving a corresponding control effect. For example, when the controller is a brake controller, the control instruction generated by the controller can directly control the brake device of the target vehicle.

[0266] Method 2: The controller generates a target control instruction and transmits the control instruction to the brake device via the CAN bus, thereby controlling the brake device to achieve the purpose of controlling the brake device. For example, if the controller is a domain controller, the control instruction generated by the controller can be transmitted to the brake device via the CAN bus, thereby controlling the brake device.

[0267] Method 3: The controller generates a target control instruction and calls the control interface of the brake device to achieve the purpose of controlling the brake device. For example, when the controller is a suspension controller, the control instruction generated by the controller can control the brake device by calling the control interface of the brake device.

[0268] The above method of generating target control instructions can be found in Figure 7 , Figure 7 A schematic diagram of generating a control instruction provided in an embodiment of the present application includes but is not limited to the following steps. Figure 7 The target control instruction generated by the method shown is called the first target control instruction.

[0269] Step 1: The controller obtains the "expected driving state" of the target vehicle and generates a first control instruction based on feedforward control.

[0270] Among them, the “expected driving state” can be the above Figure 5 or Figure 6B The "expected driving state" shown in the figure may be the driving state obtained by the controller after smoothing the "current driving state". It may also be the driving state obtained by the controller based on the "working mode (such as Fig. 6A The "expected driving state" includes but is not limited to one or more of the expected pitch angle, expected pitch angular velocity, expected pitch angular velocity change rate, expected deceleration and expected deceleration change rate of the target vehicle. The above-mentioned feedforward control can be, for example, a vehicle dynamics inverse model, and the embodiment of the present application does not limit the model used for the feedforward control.

[0271] The first control instruction includes a control instruction for the target vehicle's braking device, which is used to make the target vehicle's driving state reach the above-mentioned "expected driving state". For example, the current deceleration of the target vehicle is 5m / s 2 , the expected deceleration in the above "expected driving state" is 3m / s 2 , the above control instructions will be used to control the brake device to reduce the brake pressure, so that the deceleration of the target vehicle is reduced to 3m / s 2 For another example, the current pitch angle of the target vehicle is 10°, and the expected pitch angle in the above “expected driving state” is 5°. Similarly, the pitch angle of the target vehicle can be reduced by reducing the braking pressure. Therefore, the above control instruction will also control the braking device to reduce the braking pressure to reduce the pitch angle of the target vehicle.

[0272] It should be noted that the first control instruction can be used to control the brake device of the target vehicle. However, in order to improve the accuracy of control, in a possible implementation, the controller generates a first target control instruction by processing the first control instruction and the second control instruction mentioned later, and controls the brake device of the target vehicle through the first target control instruction. For the introduction of the second control instruction, please refer to step 2.

[0273] Step 2: The controller also obtains the "current driving state" of the target vehicle and generates a second control instruction based on feedback control.

[0274] The “current driving state” may refer to the relevant description in “Case 2” in step S301, which will not be repeated here. The “current driving state” may include, for example, one or more of the current pitch angle, the current pitch angular velocity, the current pitch angular velocity change rate, the deceleration, and the deceleration change rate.

[0275] The embodiment of the present application does not limit how the controller obtains the "current driving state". For example, the controller can read data on the CAN bus to obtain the "current driving state" of the target vehicle. For example, the controller can also directly read data generated by the sensor to obtain the "current driving state" of the target vehicle.

[0276] In a possible implementation, the controller subtracts the "expected driving state" from the "actual driving state" to generate a difference between the two types of data, and inputs the difference into a feedback controller to generate a second control instruction.

[0277] For example, the calculation process of the difference may be, for example, that the controller obtains that the current deceleration of the target vehicle is 5 m / s 2 , the expected deceleration of the target vehicle is 3m / s 2 , then the difference between the current deceleration calculated by the controller and the expected deceleration is 2m / s 2 The difference calculation process can also be, for example, that the controller obtains that the current pitch angular velocity of the target vehicle is 2° / s, and the expected deceleration of the target vehicle is 1° / s, then the difference between the current pitch angular velocity and the expected pitch angular velocity calculated by the controller is 1° / s. Regarding the difference between other parameters in the "actual driving state" and the "expected driving state" calculated by the controller, please refer to the above-mentioned calculation process of deceleration or pitch angular velocity, which will not be repeated here.

[0278] The control method adopted by the above-mentioned feedback controller may be, for example, PID control, fuzzy control, fuzzy PID control, adaptive control and robust control, etc., which is not limited in the embodiments of the present application. In addition, the use of the control method and the adjustment and setting of the control parameters are not limited in the embodiments of the present application. For example, the control method and control parameters used by the feedback controller can be set in a preset manner. For example, the controller uses PID control to process the above-mentioned difference and generate a second control instruction.

[0279] The second control instruction is similar to the first control instruction. The second control instruction also includes a control instruction for the target vehicle's braking device, which is used to make the target vehicle's driving state reach the above-mentioned "expected driving state". For example, the current deceleration of the target vehicle is 5m / s 2 , the expected deceleration in the above "expected driving state" is 3m / s 2 , the above control instructions will be used to control the brake device to reduce the brake pressure, so that the deceleration of the target vehicle is reduced to 3m / s 2For another example, the current pitch angle of the target vehicle is 10°, and the expected pitch angle in the above “expected driving state” is 5°. Similarly, the pitch angle of the target vehicle can be reduced by reducing the braking pressure. Therefore, the above control instruction will also control the braking device to reduce the braking pressure to reduce the pitch angle of the target vehicle.

[0280] Step three: The controller generates a first target control instruction by processing the first control instruction and the second control instruction, and controls the braking device of the target vehicle through the first target control instruction.

[0281] Exemplarily, the controller may generate a first target control instruction by adding the first control instruction and the second control instruction. For example, if the first control instruction indicates that the brake pressure of the brake device is 3N, and the second control instruction indicates that the brake pressure of the brake device is 2N, then the generated first target control instruction indicates that the brake pressure of the brake device may be 5N.

[0282] Optionally, when the controller is in the "downhill state", the controller will generate a third control instruction by processing the first control instruction and the second control instruction, and perform downhill processing on the third control instruction to generate a first target control instruction to control the braking device of the target vehicle.

[0283] Exemplarily, the controller may generate a third control instruction by adding the first control instruction and the second control instruction. For example, if the first control instruction indicates that the brake pressure of the brake device is 3N, and the second control instruction indicates that the brake pressure of the brake device is 2N, then the generated third control instruction indicates that the brake pressure of the brake device may be 5N.

[0284] The above-mentioned "downhill processing" generally refers to a processing method of gradually weakening the control strength, so that the controller gradually withdraws from the control of the braking device, reduces the vehicle setback caused by the sudden change of control strength, and improves the driving experience of passengers. "Downhill processing" can be, for example, one or more of the following methods.

[0285] Method 1: The control intensity is attenuated according to the period. The control intensity can be understood as the degree of intervention of the controller on the brake device or suspension. For example, when the brake pedal of the target vehicle is pressed to the same degree, the degree of change in the brake pressure is compared to when the controller does not control the brake device. For another example, when the pressure on the suspension of the target vehicle is the same, the degree of change in the suspension damping coefficient is compared to when the controller controls the suspension.

[0286] Exemplarily, the control strength may be attenuated in a fixed period. For example, the attenuation period may be 2 seconds, and the control strength may be attenuated every 2 seconds. The embodiment of the present application does not limit the size of the fixed period.

[0287] Method 2: The control intensity can be decayed in a manner that the decay time interval gradually increases. For example, after the controller enters the "recession state", the time interval between the first decay and the second decay can be 2s, the time interval between the second decay and the third decay can be 4s, and so on. The embodiment of the present application does not limit the value and setting method of the time interval.

[0288] Method 3: The control intensity can be gradually reduced according to the decay time interval. For example, after the controller enters the "recession state", the time interval between the first decay and the second decay can be 10 seconds, the time interval between the second decay and the third decay can be 8 seconds, and so on. The embodiment of the present application does not limit the value and setting method of the time interval.

[0289] Next, the attenuation value for controlling the primary attenuation of the intensity is introduced by way of example.

[0290] Exemplarily, the attenuation value of the control intensity attenuated once can be a fixed value. For example, the control intensity before the controller enters the "receding slope state" is 10, and the attenuation value of the attenuation once can be 3. Then the control intensity becomes 7 after the first attenuation, and the control intensity becomes 4 after the second attenuation. It can be understood that the "control intensity of 10" here is the numerical value of the control intensity after quantization given as an example. The attenuation value of the above-mentioned attenuation and the quantization method of the control intensity in the embodiment of the present application are not limited. It can be understood that the control intensity will not drop to a negative value. If the control intensity obtained after attenuation is a negative value, it can be understood that the control intensity after attenuation is 0. When the control intensity is 0, the controller will judge the output instruction and convert the state of the controller from the "receding slope state" to the "standby state". Optionally, when the controller does not have a "standby state", the state of the controller will be converted from the "receding slope state" to the "shutdown state".

[0291] Exemplarily, the control intensity can also be decayed in a percentage decay manner. For example, the control intensity before the controller enters the "receding slope state" is 10, and the percentage of one decay can be 20%. Then the control intensity becomes 8 after the first decay, and the control intensity becomes 6.4 after the second decay, and so on. The percentage of the above decay in the embodiment of the present application is not limited. Since the value of the control intensity in this way is a percentage of the current value each time, it takes a long time to reduce the control intensity to a smaller value, and it will not be reduced to zero. In this way, the controller can usually determine whether the control intensity of the controller is less than a threshold value. If it is less than the threshold value, the state can be converted. For example, the state of the controller is converted from the "receding slope state" to the "standby state", or, if the controller does not have a "standby state", the state of the controller can be directly converted from the "receding slope state" to the "shutdown state".

[0292] Exemplarily, the control intensity can also be decayed in the manner of "attenuation value + percentage decay". For example, the controller performs one decay, and the control intensity after decay is (current control intensity - decay value) × (1-percentage of decay). For example, the control intensity before the controller enters the "recession state" is 10, the decay value of one decay can be 1, and the percentage of one decay can be 20%. Then, the control intensity after decay is (10-1) × (1-20%) = 7.2. The control intensity after another decay is (7.2-1) × (1-20%) = 4.96. This method can avoid the situation where the control intensity cannot be reduced to 0. It can be understood that if the control intensity is a negative value after decay, the control intensity after decay is 0. When the control intensity is 0, the controller will judge the output instruction and convert the state of the controller from "recession state" to "standby state". Optionally, when the controller does not have a "standby state", the state of the controller will be converted from "recession state" to "shutdown state".

[0293] The control strength of the first target control instruction generated by "slope reduction processing" of the above-mentioned "third control instruction" will continue to decay until the control strength is less than the threshold value (for example, the control strength is 0), and the state of the controller will switch from "slope reduction state" to "standby state", thereby stopping the control of the target vehicle. Since the control strength of the controller is gradually reduced in the "slope reduction state", the driving state of the target vehicle will not change suddenly, so that the controller will not bring additional discomfort to the passengers during the process of exiting control, thereby improving the driving experience of the passengers.

[0294] In order to further improve the braking comfort of the target vehicle, avoid unexpected control effects during the control process, and enhance the driving experience of passengers, the embodiment of the present application provides a control instruction preprocessing solution for preprocessing the first target control instruction, eliminating abnormal instructions in the first target control instruction, thereby avoiding unexpected events caused by abnormal instructions.

[0295] See also Figure 8 , Figure 8 A schematic diagram of a preprocessing process provided for an embodiment of the present application, including saturation / dead zone processing, filtering processing, etc. Figure 8 The preprocessing flow diagram shown is used to control the first target control instruction (for example, Figure 7 The first target control instruction mentioned in the relevant description is preprocessed to generate a second target control instruction.

[0296] Among them, saturation processing is used to delete the data in the first target control instruction whose control strength exceeds the threshold. The threshold can be, for example, the upper limit of the control strength for controlling the brake device / suspension. The control strength exceeding the threshold may affect the driving experience of passengers, or affect the normal driving of the target vehicle, causing safety hazards to the normal driving of the target vehicle. The embodiment of the present application does not limit the setting of the threshold, for example, the appropriate control strength can be selected as the threshold through actual measurement.

[0297] Dead zone processing is used to delete the instructions belonging to the dead zone in the first target control instruction, for example, an instruction whose control strength does not change with time. Or, an instruction whose control strength changes with time and is always 0. Deleting the instructions belonging to the dead zone is equivalent to deleting the instructions whose control strength does not change with the input signal in the controller output control instructions, avoiding the controller from losing control and improving the control reliability of the controller.

[0298] It should be noted that the embodiments of the present application do not limit the order of "saturation processing" and "dead zone processing". For example, the "saturation processing" may be performed on the first target control instruction first, and then the "dead zone processing" may be performed on the instruction generated after the "saturation processing". It is also possible to first perform the "dead zone processing" on the first target control instruction, and then perform the "saturation processing" on the instruction generated after the "dead zone processing".

[0299] The filtering process is used to filter out the control instructions with sudden changes in control strength in the first target control instructions. Among them, the sudden change in control strength usually refers to the change rate of control strength exceeding a threshold within a period of time, so the control instruction whose change rate exceeds the threshold can be considered as a sudden change control instruction. For example, the threshold can be set to 0.4, then the control instruction whose control strength changes by more than 0.4 is called a sudden change control instruction. The control strengths of ten consecutive control instructions listed below are 5, 5.1, 5.2, 5.3, 5.4, 5.5, 6, 5.6, 5.7 and 5.8 respectively. Among them, the difference between the control strength of the control instruction with a control strength of 6 and the control strength of the previous control instruction is 0.5, which is greater than the above threshold value of 0.4, then the control instruction corresponding to the control strength of 6 is a sudden change control instruction.

[0300] Filtering is similar to the above-mentioned saturation / dead zone processing, and is used to delete abnormal instructions in the first target control instruction, thereby improving the control stability of the controller. It should be noted that the first target control instruction is preprocessed to generate the second target control instruction, and the preprocessing can be one or more of "saturation processing", "dead zone processing" and "filtering processing". For example, only the first target control instruction can be subjected to "saturation processing" to generate the second target control instruction. Alternatively, only the first target control instruction can be subjected to "dead zone processing" to generate the second target control instruction. Alternatively, only the first target control instruction can be subjected to "filtering processing" to generate the second target control instruction. Alternatively, the first target control instruction can be subjected to "saturation processing" and "filtering processing" to generate the second target control instruction. Alternatively, the first target control instruction can be subjected to "dead zone processing" and "filtering processing" to generate the second target control instruction. In addition, when the preprocessing includes multiple items of "saturation processing", "dead zone processing" and "filtering processing", the embodiment of the present application does not limit the order of processing. For example, when the preprocessing includes "saturation processing" and "filtering processing", the "filtering processing" can be performed on the first target control instruction first, and then the "saturation processing" can be performed on the instruction after the "filtering processing". Alternatively, the "saturation processing" can be performed on the first target control instruction first, and then the "filtering processing" can be performed on the instruction after the "saturation processing".

[0301] The "second target control instruction" generated after preprocessing is similar to the above-mentioned "first target control instruction" and can be used to control the brake device of the target vehicle. For how the "second target control instruction" controls the brake device of the target vehicle, please refer to the above-mentioned description of the "first target control instruction", which will not be repeated here.

[0302] S302B: When the current driving speed is greater than the second threshold, the controller controls the suspension of the target vehicle.

[0303] Among them, the controller can generate control instructions for controlling the suspension of the target vehicle, for example, it can be a suspension controller, a brake controller, an electronic control unit (ECU), a vehicle integration unit (VIU) or a domain controller (DC) in the target vehicle. In other scenarios, the controller can also be a controller outside the target vehicle, which can communicate wirelessly with the target vehicle and obtain the current driving speed of the target vehicle through the wireless communication. For example, it can be a server that establishes a communication connection with the target vehicle or a controller located on other vehicles. In the embodiments of the present application, the type of controller and the location of the controller are not limited.

[0304] Exemplarily, the controller includes, but is not limited to, a microcontroller unit (MCU), a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor (MPU), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a complex programmable logic device (CPLD), a coprocessor (to assist the central processing unit to complete corresponding processing and applications), and other processing modules or a combination of more.

[0305] The controller described above may control the suspension of the target vehicle in the following manner.

[0306] Method 1: The controller generates a target control instruction to directly control the suspension, thereby achieving a corresponding control effect. For example, when the controller is a suspension controller, the control instruction generated by the controller can directly control the suspension of the target vehicle.

[0307] Method 2: The controller generates a target control instruction and transmits the control instruction to the suspension via the CAN bus, thereby controlling the suspension to achieve the purpose of controlling the suspension. For example, if the controller is a domain controller, the control instruction generated by the controller can be transmitted to the suspension via the CAN bus, thereby controlling the suspension.

[0308] Method 3: The controller generates a target control instruction and calls the control interface of the suspension to achieve the purpose of controlling the suspension. For example, when the controller is a suspension controller, the control instruction generated by the controller can control the suspension by calling the control interface of the suspension.

[0309] The above method of generating target control instructions can be found in Figure 7 , Figure 7 A schematic diagram of generating a control instruction provided in an embodiment of the present application includes but is not limited to the following steps. Figure 7 The target control instruction generated by the method shown is called the first target control instruction.

[0310] Step 1: The controller obtains the "expected driving state" of the target vehicle and generates a first control instruction based on the feedforward control. For the "expected driving state", please refer to the relevant description in the above step S302A. For example, the "expected driving state" can be the above Figure 5 or Figure 6B The "expected driving state" shown in .

[0311] The first control instruction includes a control instruction for the suspension of the target vehicle, which is used to make the driving state of the target vehicle reach the above-mentioned "expected driving state". For example, the current pitch angle of the target vehicle is 10°, and the expected pitch angle in the above-mentioned "expected driving state" is 5°. The pitch angle of the target vehicle can be reduced by increasing the damping coefficient of the suspension. Therefore, the above-mentioned control instruction can reduce the pitch angle of the target vehicle by controlling the damping coefficient of the suspension. For another example, the current pitch angular velocity of the target vehicle is 2° / s, and the expected pitch angular velocity in the above-mentioned "expected driving state" is 1° / s. Similarly, the pitch angular velocity of the target vehicle can be reduced by increasing the damping coefficient of the suspension. Therefore, the above-mentioned control instruction can also reduce the pitch angular velocity of the target vehicle by controlling the damping coefficient of the suspension.

[0312] It should be noted that the first control instruction can be used to control the suspension of the target vehicle. However, in order to improve the accuracy of control, in a possible implementation, the controller generates a first target control instruction by processing the first control instruction and the second control instruction mentioned later, and controls the suspension of the target vehicle through the first target control instruction. For the introduction of the second control instruction, please refer to step 2.

[0313] Step 2: The controller also obtains the "current driving state" of the target vehicle, and generates a second control instruction based on feedback control. The "current driving state" refers to the relevant description in "Case 2" in step S301, which will not be repeated here. The "current driving state" may include, for example, one or more of the current pitch angle, the current pitch angular velocity, the current pitch angular velocity change rate, the deceleration, and the deceleration change rate.

[0314] The embodiment of the present application does not limit how the controller obtains the "current driving state". For example, the controller can read data on the CAN bus to obtain the "current driving state" of the target vehicle. For example, the controller can also directly read data generated by the sensor to obtain the "current driving state" of the target vehicle.

[0315] In a possible implementation, the controller subtracts the "expected driving state" from the "actual driving state" to generate a difference between the two types of data, and inputs the difference into a feedback controller to generate a second control instruction.

[0316] Exemplarily, the difference calculation process may be, for example, that the controller obtains that the current pitch angle of the target vehicle is 10°, and the expected pitch angle of the target vehicle is 5°, then the difference between the current pitch angle and the expected pitch angle calculated by the controller is 5°. The difference calculation process may also be, for example, that the controller obtains that the current pitch angular velocity of the target vehicle is 2° / s, and the expected deceleration of the target vehicle is 1° / s, then the difference between the current pitch angular velocity and the expected pitch angular velocity calculated by the controller is 1° / s. Regarding the calculation of the difference of other parameters in the "actual driving state" and the "expected driving state" by the controller, please refer to the above-mentioned calculation process of deceleration or pitch angular velocity, which will not be repeated here.

[0317] The control method adopted by the above-mentioned feedback controller may be, for example, PID control, fuzzy control, fuzzy PID control, adaptive control and robust control, etc., which is not limited in the embodiments of the present application. In addition, the use of the control method and the adjustment and setting of the control parameters are not limited in the embodiments of the present application. For example, the control method and control parameters used by the feedback controller can be set in a preset manner. For example, the controller uses PID control to process the above-mentioned difference and generate a second control instruction.

[0318] The second control instruction is similar to the first control instruction. The second control instruction also includes a control instruction for the suspension of the target vehicle, which is used to make the driving state of the target vehicle reach the above-mentioned "expected driving state". For example, the current pitch angle of the target vehicle is 10°, and the expected pitch angle in the above-mentioned "expected driving state" is 5°. The above-mentioned control instruction will be used to control the suspension to increase the damping coefficient to reduce the pitch angle of the target vehicle. For another example, the current pitch angular velocity of the target vehicle is 2° / s, and the expected pitch angular velocity in the above-mentioned "expected driving state" is 1° / s. The pitch angular velocity of the target vehicle can also be reduced by increasing the damping coefficient of the suspension. Therefore, the above-mentioned control instruction will also control the suspension to increase the damping coefficient to reduce the pitch angular velocity of the target vehicle.

[0319] Step three: The controller generates a first target control instruction by processing the first control instruction and the second control instruction, and controls the suspension of the target vehicle through the first target control instruction.

[0320] Exemplarily, the controller may generate the first target control instruction by adding the first control instruction and the second control instruction. For example, if the first control instruction indicates that the damping coefficient of the suspension is 2n / mm, and the second control instruction indicates that the damping coefficient of the suspension is 1n / mm, then the generated first target control instruction indicates that the damping coefficient of the suspension may be 3n / mm.

[0321] Optionally, when the controller is in the "downhill state", the controller generates a third control instruction by processing the first control instruction and the second control instruction, and performs downhill processing on the third control instruction to generate a first target control instruction to control the suspension of the target vehicle.

[0322] Exemplarily, the controller may generate a third control instruction by adding the first control instruction and the second control instruction. For example, if the first control instruction indicates that the damping coefficient of the suspension is 2n / mm, and the second control instruction indicates that the damping coefficient of the suspension is 1n / mm, then the generated third control instruction indicates that the damping coefficient of the suspension may be 3n / mm.

[0323] The above-mentioned "slope reduction processing" generally refers to a processing method of gradually weakening the control strength, so that the controller gradually withdraws from the control of the suspension, reduces the vehicle setback caused by the sudden change of control strength, and improves the driving experience of passengers. "Slope reduction processing" can be, for example, one or more of the following methods.

[0324] Method 1: Control intensity to decay periodically. For the specific implementation of this method, please refer to the description of the corresponding content in step S302A, which will not be repeated here.

[0325] Method 2: The control intensity can be decayed in a manner of gradually increasing the decay time interval. For the specific implementation of this method, please refer to the relevant description of the corresponding content in step S302A, which will not be repeated here.

[0326] Method 3: The control intensity can be gradually reduced according to the decay time interval. For the specific implementation of this method, please refer to the relevant description of the corresponding content in step S302A, which will not be repeated here.

[0327] Next, the attenuation value for controlling the primary attenuation of the intensity is introduced by way of example.

[0328] For example, the attenuation value of the control strength attenuation may be a fixed value. For the specific implementation of this solution, please refer to the relevant description of the corresponding content in step S302A, which will not be repeated here.

[0329] For example, the control strength may also be attenuated in a percentage attenuation manner. For the specific implementation of this solution, please refer to the relevant description of the corresponding content in step S302A, which will not be repeated here.

[0330] For example, the control strength may also be attenuated in the manner of “attenuation value+percentage attenuation.” For the specific implementation of this solution, please refer to the relevant description of the corresponding content in step S302A, which will not be repeated here.

[0331] The control strength of the first target control instruction generated by "slope reduction processing" of the above-mentioned "third control instruction" will continue to decay until the control strength is less than the threshold value (for example, the control strength is 0), and the state of the controller will switch from "slope reduction state" to "standby state", thereby stopping the control of the target vehicle. Since the control strength of the controller is gradually reduced in the "slope reduction state", the driving state of the target vehicle will not change suddenly, so that the controller will not bring additional discomfort to the passengers during the process of exiting control, thereby improving the driving experience of the passengers.

[0332] In order to further improve the braking comfort of the target vehicle, avoid unexpected control effects during the control process, and enhance the driving experience of passengers, the embodiment of the present application provides a control instruction preprocessing solution for preprocessing the first target control instruction, eliminating abnormal instructions in the first target control instruction, thereby avoiding unexpected events caused by abnormal instructions.

[0333] See also Figure 8 , Figure 8 A schematic diagram of a preprocessing process provided for an embodiment of the present application, including saturation / dead zone processing, filtering processing, etc. Figure 8 The preprocessing flow diagram shown is used to control the first target control instruction (for example, Figure 7The first target control instruction mentioned in the relevant description is preprocessed to generate a second target control instruction.

[0334] For the related introduction of “saturation processing”, “dead zone processing” and “filter processing”, please refer to the related description in the above step S302A, which will not be repeated here.

[0335] The above-mentioned "saturation processing", "dead zone processing" and "filter processing" are all used to delete abnormal instructions in the first target control instruction, thereby improving the control stability of the controller. It should be noted that the first target control instruction is pre-processed to generate the second target control instruction, and the pre-processing can be one or more of "saturation processing", "dead zone processing" and "filter processing". For example, only the first target control instruction can be subjected to "saturation processing" to generate the second target control instruction. Alternatively, only the first target control instruction can be subjected to "dead zone processing" to generate the second target control instruction. Alternatively, only the first target control instruction can be subjected to "filter processing" to generate the second target control instruction. Alternatively, the first target control instruction can be subjected to "saturation processing" and "filter processing" to generate the second target control instruction. Alternatively, the first target control instruction can be subjected to "dead zone processing" and "filter processing" to generate the second target control instruction. In addition, when the pre-processing includes multiple items of "saturation processing", "dead zone processing" and "filter processing", the embodiment of the present application does not limit the order of processing. For example, when the preprocessing includes "saturation processing" and "filtering processing", the "filtering processing" can be performed on the first target control instruction first, and then the "saturation processing" can be performed on the instruction after the "filtering processing". Alternatively, the "saturation processing" can be performed on the first target control instruction first, and then the "filtering processing" can be performed on the instruction after the "saturation processing".

[0336] The "second target control instruction" generated after preprocessing is similar to the above-mentioned "first target control instruction" and can be used to control the suspension of the target vehicle. For how the "second target control instruction" controls the suspension of the target vehicle, please refer to the above-mentioned description of the "first target control instruction", which will not be repeated here.

[0337] S302C: When the current driving speed is greater than or equal to the second threshold and less than or equal to the first threshold, the controller controls the braking device and suspension of the target vehicle.

[0338] It should be noted that the prerequisite for executing this step is that the first threshold is greater than the second threshold, and the "current driving speed" is greater than or equal to the second threshold and less than or equal to the first threshold.

[0339] Among them, the controller can generate control instructions for controlling the suspension of the target vehicle, for example, it can be a suspension controller, a brake controller, an electronic control unit (ECU), a vehicle integration unit (VIU) or a domain controller (DC) in the target vehicle. In other scenarios, the controller can also be a controller outside the target vehicle, which can communicate wirelessly with the target vehicle and obtain the current driving speed of the target vehicle through the wireless communication. For example, it can be a server that establishes a communication connection with the target vehicle or a controller located on other vehicles. In the embodiments of the present application, the type of controller and the location of the controller are not limited.

[0340] Exemplarily, the controller includes, but is not limited to, a microcontroller unit (MCU), a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor (MPU), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a complex programmable logic device (CPLD), a coprocessor (to assist the central processing unit to complete corresponding processing and applications), and other processing modules or a combination of more.

[0341] The controller described above may control the brakes and suspension of the target vehicle in the following manner.

[0342] Method 1: The controller generates a target control instruction, which includes an instruction for controlling the braking device and an instruction for controlling the suspension. For example, when the controller is a braking device controller, the instruction for controlling the braking device in the target control instruction can directly control the braking device of the target vehicle, and the instruction for controlling the suspension can control the suspension of the target vehicle by calling the suspension control interface. For another example, when the controller is a suspension controller, the instruction for controlling the suspension in the target control instruction can directly control the suspension of the target vehicle, and the instruction for controlling the braking device can control the braking device of the target vehicle by calling the braking device control interface.

[0343] Method 2: The controller generates a target control instruction, which includes an instruction to control the brake device and an instruction to control the suspension. The controller transmits the control instruction to the brake device and the suspension via the CAN bus, thereby controlling the brake device and the suspension. For example, if the controller is a domain controller, the control instruction generated by the controller can be transmitted to the brake device and the suspension via the CAN bus, thereby controlling the brake device and the suspension.

[0344] The above method of generating target control instructions can be found in Figure 7 , Figure 7 A schematic diagram of generating a control instruction provided in an embodiment of the present application includes but is not limited to the following steps. Figure 7 The target control instruction generated by the method shown is called the first target control instruction.

[0345] Step 1: The controller obtains the "expected driving state" of the target vehicle and generates a first control instruction based on feedforward control.

[0346] Among them, the “expected driving state” can be the above Figure 5 or Figure 6B The "expected driving state" shown in the figure may be the driving state obtained by the controller after smoothing the "current driving state". It may also be the driving state obtained by the controller based on the "working mode (such as Fig. 6A The "expected driving state" includes but is not limited to one or more of the expected pitch angle, expected pitch angular velocity, expected pitch angular velocity change rate, expected deceleration and expected deceleration change rate of the target vehicle. The above-mentioned feedforward control can be, for example, a vehicle dynamics inverse model, and the embodiment of the present application does not limit the model used for the feedforward control.

[0347] The first control instruction includes a control instruction for the target vehicle's braking device and a control instruction for the suspension, which is used to make the target vehicle's driving state reach the above-mentioned "expected driving state". For example, the current pitch angle of the target vehicle is 10°, and the expected pitch angle in the above-mentioned "expected driving state" is 5°. The instruction for controlling the suspension in the above-mentioned control instruction will be used to control the suspension to increase the damping coefficient, so that the pitch angle of the target vehicle decreases. The instruction for controlling the braking device in the above-mentioned control instruction will be used to control the braking device to reduce the braking pressure, so that the deceleration of the target vehicle is reduced, thereby cooperating with the suspension to make the pitch angle of the target vehicle reach the expected pitch angle as soon as possible. For another example, the current pitch angular velocity of the target vehicle is 2° / s, and the expected pitch angular velocity in the above-mentioned "expected driving state" is 1° / s. The instruction for controlling the suspension in the above-mentioned control instruction will be used to control the suspension to increase the damping coefficient, so that the pitch angular velocity of the target vehicle decreases. The instructions for controlling the braking device in the above control instructions will be used to control the braking device to reduce the braking pressure, thereby reducing the deceleration of the target vehicle, thereby cooperating with the suspension to make the pitch angular velocity of the target vehicle reach the expected pitch angular velocity as soon as possible.

[0348] It should be noted that the first control instruction can be used to control the brake device and suspension of the target vehicle. However, in order to improve the accuracy of control, in a possible implementation, the controller generates a first target control instruction by processing the first control instruction and the second control instruction mentioned later, and controls the brake device and suspension of the target vehicle through the first target control instruction. For the introduction of the second control instruction, please refer to step 2.

[0349] Step 2: The controller also obtains the "current driving state" of the target vehicle and generates a second control instruction based on feedback control.

[0350] The “current driving state” may refer to the relevant description in “Case 2” in step S301, which will not be repeated here. The “current driving state” may include, for example, one or more of the current pitch angle, the current pitch angular velocity, the current pitch angular velocity change rate, the deceleration, and the deceleration change rate.

[0351] The embodiment of the present application does not limit how the controller obtains the "current driving state". For example, the controller can read data on the CAN bus to obtain the "current driving state" of the target vehicle. For example, the controller can also directly read data generated by the sensor to obtain the "current driving state" of the target vehicle.

[0352] In a possible implementation, the controller makes a difference between the "expected driving state" and the "actual driving state" to generate a difference between the two types of data, and inputs the difference into the feedback controller to generate a second control instruction. For the specific implementation process, please refer to the relevant description in "Case 2" in step S301, which will not be repeated here.

[0353] The control method adopted by the above-mentioned feedback controller may be, for example, PID control, fuzzy control, fuzzy PID control, adaptive control and robust control, etc., which is not limited in the embodiments of the present application. In addition, the use of the control method and the adjustment and setting of the control parameters are not limited in the embodiments of the present application. For example, the control method and control parameters used by the feedback controller can be set in a preset manner. For example, the controller uses PID control to process the above-mentioned difference and generate a second control instruction.

[0354] The second control instruction is similar to the first control instruction, and also includes control instructions for the target vehicle's brake device and suspension, which are used to make the target vehicle's driving state reach the above-mentioned "expected driving state". For the specific implementation process, please refer to the relevant description of step 2 above, which will not be repeated here.

[0355] Step three: The controller generates a first target control instruction by processing the first control instruction and the second control instruction, and controls the brake device and suspension of the target vehicle through the first target control instruction.

[0356] Exemplarily, the controller may generate the first target control instruction by adding the first control instruction and the second control instruction. For example, the first control instruction indicates that the brake pressure of the brake device is 3N and the damping coefficient of the suspension is 2n / mm, and the second control instruction indicates that the brake pressure of the brake device is 2N and the damping coefficient of the suspension is 1n / mm. Then, the generated first target control instruction indicates that the brake pressure of the brake device may be 5N and the damping coefficient of the suspension may be 3n / mm.

[0357] Optionally, the instruction obtained by adding the above-mentioned first control instruction and the second control instruction includes an instruction for controlling the braking device and an instruction for controlling the suspension. The "instruction for controlling the braking device (which may be called Cmd1)" and the "instruction for controlling the suspension (which may be called Cmd2)" may be fused to generate the above-mentioned "first target control instruction (which may be called Cmd3)". For example, the following formula may be used: K1×Cmd1+K2×Cmd2=Cmd3. Among them, Cmd1 is an instruction for controlling the braking device, which is usually used to indicate the control strength of controlling the braking device. Cmd2 is an instruction for controlling the suspension, which is usually used to indicate the control strength of controlling the suspension, and Cmd3 includes an instruction for controlling the braking device and an instruction for controlling the suspension. K1 is the coefficient of Cmd1, and K2 is the coefficient of Cmd2. K1 and K2 are not less than 0, and K1 and K2 are not 0 at the same time.

[0358] Exemplarily, K1 will decrease as the "current driving speed" increases, and K2 will increase as the "current driving speed" increases. For example, when the "current driving speed" is the second threshold, K1 can be equal to 1, and K2 can be equal to 0. As the "current driving speed" increases, K1 gradually decreases, and K2 gradually increases. When the "current driving speed" is the first threshold, K1 decreases to 0, and K2 increases to 1. The embodiment of the present application does not limit the change curve of K1 and K2 with the "current driving speed". For example, the change curve of K1 and K2 with the "current driving speed" is linear. For example, K1=1-("current driving speed"-second threshold) / (first threshold-second threshold), K2=("current driving speed"-second threshold) / (first threshold-second threshold). For another example, the change curve of K1 and K2 with the "current driving speed" is nonlinear. For example, K1=1-("current driving speed"-second threshold) 2 / (first threshold - second threshold) 2 , K2 = ("current driving speed" - second threshold) 2 / (first threshold - second threshold) 2 . In addition, when the "current driving speed" is equal to the second threshold, the embodiment of the present application does not limit the values ​​of K1 and K2. For example, K1 can be 1, 2, or 3, and K2 can be 0, 1, or 2. In addition, when the "current driving speed" is equal to the first threshold, the embodiment of the present application does not limit the values ​​of K1 and K2. For example, K1 can be 0, 1, or 2, and K2 can be 1, 2, or 3.

[0359] Generally, a sudden exit from the control of the brake device and / or suspension will cause a change in the control strength, which may cause the target vehicle to experience a noticeable vertical and / or longitudinal jerk, thus causing an uncomfortable riding experience for passengers. For ease of description, the sudden exit from the control of the brake device and / or suspension will be collectively referred to as a control mutation.

[0360] In the embodiment of the present application, the control strength of the brake device and the suspension is determined based on the current driving speed (for example, as the current driving speed increases, the control strength of the brake device decreases, and the control strength of the suspension increases. For another example, as the current driving speed decreases, the control strength of the brake device increases, and the control strength of the suspension decreases.). This allows the braking control of the target vehicle to smoothly transition between only controlling the brake device and only controlling the suspension, avoiding uncomfortable driving experience caused by sudden changes in control.

[0361] Optionally, when the controller is in the "downhill state", the controller generates a third control instruction by processing the first control instruction and the second control instruction, and performs downhill processing on the third control instruction to generate a first target control instruction to control the braking device and suspension of the target vehicle.

[0362] Optionally, when the controller is in the "downhill state", the controller generates a third control instruction by processing the first control instruction and the second control instruction. The instruction for controlling the brake device and the instruction for controlling the suspension in the third control instruction are fused, and the fused instructions are downhill processed to generate the first target control instruction to control the brake device and suspension of the target vehicle. For the specific implementation of the "fusion processing", please refer to the corresponding content above, which will not be repeated here.

[0363] Optionally, when the controller is in the "downhill state", the controller generates a third control instruction by processing the first control instruction and the second control instruction, and performs downhill processing on the third control instruction to generate a first target control instruction. The instructions for controlling the braking device and the instructions for controlling the suspension in the first target control instruction are fused, and the fused instructions control the braking device and suspension of the target vehicle. For the specific implementation of the "fusion processing", please refer to the corresponding content above, which will not be repeated here.

[0364] Exemplarily, the controller may generate a third control instruction by adding the first control instruction and the second control instruction. For example, the first control instruction indicates that the braking pressure of the braking device is 3N and the damping coefficient of the suspension is 2n / mm, and the second control instruction indicates that the braking pressure of the braking device is 2N and the damping coefficient of the suspension is 1n / mm. Then, the generated first target control instruction indicates that the braking pressure of the braking device may be 5N and the damping coefficient of the suspension may be 3n / mm.

[0365] The above-mentioned "slope reduction processing" generally refers to a processing method of gradually weakening the control strength, so that the controller gradually withdraws from the control of the brake device and suspension, reduces the vehicle setback caused by the sudden change of control strength, and improves the driving experience of passengers. "Slope reduction processing" can be, for example, one or more of the following methods.

[0366] Method 1: The control intensity is attenuated according to the period. The control intensity can be understood as the degree of intervention of the controller on the brake device or suspension. For example, when the brake pedal of the target vehicle is pressed to the same degree, the degree of change in the brake pressure is compared to when the controller does not control the brake device. For another example, when the pressure on the suspension of the target vehicle is the same, the degree of change in the suspension damping coefficient is compared to when the controller controls the suspension.

[0367] Exemplarily, the control strength may be attenuated in a fixed period. For example, the attenuation period may be 2 seconds, and the control strength may be attenuated every 2 seconds. The embodiment of the present application does not limit the size of the fixed period.

[0368] Method 2: The control intensity can be decayed in a manner that the decay time interval gradually increases. For example, after the controller enters the "recession state", the time interval between the first decay and the second decay can be 2s, the time interval between the second decay and the third decay can be 4s, and so on. The embodiment of the present application does not limit the value and setting method of the time interval.

[0369] Method 3: The control intensity can be gradually reduced according to the decay time interval. For example, after the controller enters the "recession state", the time interval between the first decay and the second decay can be 10 seconds, the time interval between the second decay and the third decay can be 8 seconds, and so on. The embodiment of the present application does not limit the value and setting method of the time interval.

[0370] Next, the attenuation value for controlling the primary attenuation of the intensity is introduced by way of example.

[0371] For example, the attenuation value of the control strength attenuation may be a fixed value. For the specific implementation of this solution, please refer to the relevant description of the corresponding content in step S302A, which will not be repeated here.

[0372] For example, the control strength may also be attenuated in a percentage attenuation manner. For the specific implementation of this solution, please refer to the relevant description of the corresponding content in step S302A, which will not be repeated here.

[0373] For example, the control strength may also be attenuated in the manner of “attenuation value+percentage attenuation.” For the specific implementation of this solution, please refer to the relevant description of the corresponding content in step S302A, which will not be repeated here.

[0374] It is understandable that the above-mentioned "first target control instruction" includes an instruction for controlling the brake device and an instruction for controlling the suspension. Therefore, the attenuation of the control strength includes the attenuation of the control strength of the brake device and the attenuation of the control strength of the suspension.

[0375] The control strength of the first target control instruction generated by "slope reduction processing" of the above-mentioned "third control instruction" will continue to decay until the control strength is less than the threshold value (for example, the control strength is 0), and the state of the controller will switch from "slope reduction state" to "standby state", thereby stopping the control of the target vehicle. Since the control strength of the controller is gradually reduced in the "slope reduction state", the driving state of the target vehicle will not change suddenly, so that the controller will not bring additional discomfort to the passengers during the process of exiting control, thereby improving the driving experience of the passengers.

[0376] In order to further improve the braking comfort of the target vehicle, avoid unexpected control effects during the control process, and enhance the driving experience of passengers, the embodiment of the present application provides a control instruction preprocessing solution for preprocessing the first target control instruction, eliminating abnormal instructions in the first target control instruction, thereby avoiding unexpected events caused by abnormal instructions.

[0377] See also Figure 8 , Figure 8 A schematic diagram of a preprocessing process provided in an embodiment of the present application, including saturation / dead zone processing, filtering processing, etc. Figure 8 The preprocessing flow diagram shown is used to control the first target control instruction (for example, Figure 7 The first target control instruction mentioned in the relevant description is preprocessed to generate a second target control instruction.

[0378] For the related introduction of “saturation processing”, “dead zone processing” and “filter processing”, please refer to the related description in the above step S302A, which will not be repeated here.

[0379] The above-mentioned "saturation processing", "dead zone processing" and "filter processing" are all used to delete abnormal instructions in the first target control instruction, thereby improving the control stability of the controller. It should be noted that the first target control instruction is pre-processed to generate the second target control instruction, and the pre-processing can be one or more of "saturation processing", "dead zone processing" and "filter processing". For example, only the first target control instruction can be subjected to "saturation processing" to generate the second target control instruction. Alternatively, only the first target control instruction can be subjected to "dead zone processing" to generate the second target control instruction. Alternatively, only the first target control instruction can be subjected to "filter processing" to generate the second target control instruction. Alternatively, the first target control instruction can be subjected to "saturation processing" and "filter processing" to generate the second target control instruction. Alternatively, the first target control instruction can be subjected to "dead zone processing" and "filter processing" to generate the second target control instruction. In addition, when the pre-processing includes multiple items of "saturation processing", "dead zone processing" and "filter processing", the embodiment of the present application does not limit the order of processing. For example, when the preprocessing includes "saturation processing" and "filtering processing", the "filtering processing" can be performed on the first target control instruction first, and then the "saturation processing" can be performed on the instruction after the "filtering processing". Alternatively, the "saturation processing" can be performed on the first target control instruction first, and then the "filtering processing" can be performed on the instruction after the "saturation processing".

[0380] The "second target control instruction" generated after preprocessing is similar to the above-mentioned "first target control instruction" and can be used to control the brake device and suspension of the target vehicle. For how the "second target control instruction" controls the brake device and suspension of the target vehicle, please refer to the above-mentioned description of the "first target control instruction", which will not be repeated here.

[0381] Optionally, if "fusion processing" is not performed in the process of generating the "second target control instruction", then the "second target control instruction" is subjected to "fusion processing" on the instructions for controlling the braking device and the instructions for controlling the suspension, and the instructions after "fusion processing" are used to control the braking device and the suspension.

[0382] The above content is an exemplary introduction to the control method provided by the implementation of this application, which can reduce the impact of braking and stopping caused by passengers and improve the driving experience of the whole vehicle. Figure 3 The control method shown in Fig. 9 , the control method is further described.

[0383] See also Fig. 9 , which is a flow chart of the second control method provided in an embodiment of the present application. Fig. 9 The methods mentioned in can be Figure 3For example, mode selection (such as Fig. 6A ), determine the state of the controller (such as Figure 4 ), calculate the expected vehicle posture (such as Figure 5 or Figure 6B ), generate brake / suspension control instructions (such as Figure 7 ), pre-processing brake / suspension control instructions (such as Figure 8 ) and fusion processing (as described in step S302C). Fig. 9 In the process, please refer to the corresponding content above for the above-mentioned methods, which will not be repeated below. Fig. 9 The sequence and triggering conditions of executing the above methods can be displayed more clearly.

[0384] Among them, "Selection mode" is used to select the working mode of the controller for comfort brake control, such as Fig. 6A The implementation process of "selecting a mode" may be, for example, that the controller receives a user instruction, and the user instruction may be an instruction received by the controller through a human machine interface (HMI) of the target vehicle. The controller determines the above working mode according to the user instruction.

[0385] In some embodiments, the controller can receive user instructions at any time. For example, the target vehicle is in a parking state, and the target vehicle is in the process of driving (for example, accelerating, braking, etc.). For example, while the target vehicle is driving, the controller can receive user instructions to adjust the working mode. In addition, if the controller does not receive a user instruction for selecting a working mode, usually, there will be a default working mode. In an optional scheme, the "mode selection" method may not be set, which is equivalent to the controller having only one default working mode. Optionally, the controller can store the selected working mode, for example, the latest user instruction received by the controller indicates working mode 1. The controller can always perform comfort braking control in working mode 1 until the controller receives a new instruction indicating a working mode other than working mode 1.

[0386] Above Figure 4 Four states of the controller (off state, standby state, on state and downhill state) are shown as examples, and it is also pointed out that the controller can be used in more or fewer states. "Determine the state of the controller" is used to determine whether the controller intervenes in the control of the brake device and / or suspension of the target vehicle. For example, the off state and the standby state do not intervene in the control of the target vehicle, and the on state and the downhill state do intervene in the control of the target vehicle.

[0387] In some implementations, "determining the state of the controller" can be started after "selecting a mode". In other implementations, the execution of the two methods of "determining the state of the controller" and "selecting a mode" do not interfere with each other and can be two parallel methods. For example, when the controller receives user instructions and performs "selecting a mode", it can also perform "determining the state of the controller". For a detailed introduction to "determining the state of the controller", please refer to the above Figure 4 The relevant description will not be repeated here.

[0388] It is understandable that the method of "determining the state of the controller" is a real-time execution method. In some embodiments, after the target vehicle is started, the controller will continuously execute "determining the state of the controller". The execution frequency of this method can be at the millisecond level, for example, "determining the state of the controller" is executed once every 1 millisecond. The execution frequency of this method is not limited in the embodiments of this application.

[0389] When the judgment result of "determine the state of the controller" is the standby state, the on state and the downhill state, the "calculate expected vehicle posture" method can be executed. Optionally, when the judgment result is the standby state, the "calculate expected vehicle posture" method may not be executed. Normally, the controller will first execute "select mode" and "determine the state of the controller" before executing the "calculate expected vehicle posture" method. If the controller does not execute the "select mode" method, the default comfort brake control working mode will be executed.

[0390] For the specific implementation of "calculating the expected vehicle posture", please refer to the above Figure 5 or Figure 6B For example, the controller may generate an "expected vehicle posture" based on the working mode and the current vehicle posture of the target vehicle.

[0391] from Fig. 9 It can be seen that after "calculating the expected vehicle posture", the method of "obtaining the current driving speed" will be executed, and the "current driving speed" of the target vehicle will be judged by a threshold value, thereby determining the execution of subsequent methods. However, when "calculating the expected vehicle posture", the "current vehicle posture" has been obtained, including the "current driving speed". Therefore, in terms of the execution sequence of the methods, in some embodiments, the controller can simultaneously execute "calculating the expected vehicle posture", "obtaining the current driving speed" and threshold judgment (for example, "lower than the first threshold", "higher than the second threshold" or "greater than or equal to the second threshold, less than or equal to the first threshold").

[0392] In some other implementations, after the controller executes "calculating the expected vehicle posture", it executes "obtaining the current driving speed", so that the obtained "current driving speed" is more real-time, thereby making the control instructions generated by the controller more accurate and improving the driving experience of the target vehicle.

[0393] In some implementations, during the threshold judgment process, if the threshold judgment fails, the "get current driving speed" step will be re-executed and the threshold judgment will be re-executed. If the threshold judgment succeeds, the subsequent method will be executed. It should be noted that the step of "getting the current driving speed" will be continuously executed during the controller's control of the brake device and / or suspension to ensure that the latest speed information of the target vehicle can be obtained, so that the controller can generate accurate control information, improve control accuracy, and thus increase the driving experience of the target vehicle.

[0394] After the threshold judgment, the controller will execute the method of generating control instructions. For example, when the "current driving speed" is lower than the first threshold, the controller executes "generating control instructions for the braking device". When the "current driving speed" is higher than the second threshold, the controller executes "generating control instructions for the suspension". If the first threshold is greater than the second threshold, then when the "current driving speed" is greater than or equal to the second threshold and less than or equal to the first threshold, the controller will execute "generating control instructions for the braking device" and "generating control instructions for the suspension". For the specific implementation of the controller executing "generating control instructions for the braking device" or "generating control instructions for the suspension", please refer to the aforementioned Figure 7 The corresponding description in will not be repeated here.

[0395] It should be noted that Fig. 9 The “generating control instructions for the braking device” and the “generating control instructions for the suspension” may be the same unit in the controller or different units, and this embodiment of the present application does not limit this.

[0396] After generating the control command, the controller can also execute "pre-processing brake control command" or "pre-processing suspension control command". And use the pre-processed command to control the brake or suspension of the target vehicle. Fig. 9 The "pre-processing brake control instructions" and "pre-processing suspension control instructions" can be the same unit in the controller or different units, and the present application embodiment does not limit this. For the specific implementation of the controller executing the "pre-processing brake control instructions" or the "pre-processing suspension control instructions", please refer to the above Figure 8 The relevant description will not be repeated here.

[0397] Optionally, when the "current driving speed" is greater than or equal to the second threshold and less than or equal to the first threshold, the controller will also perform "fusion processing" to fuse the instructions for controlling the braking device and the instructions for controlling the suspension generated by the controller to avoid the target vehicle from being jerked due to a sudden change in control intensity, thereby improving the driving experience of the target vehicle. For the specific implementation of the "fusion processing", please refer to the corresponding description in step S302C, which will not be repeated here.

[0398] In some implementations, the control instructions obtained by the controller through preprocessing need to be "fused" before being used to control the braking device and the suspension.

[0399] like Fig. 9 As shown in the middle dotted line, when the "current driving speed" is greater than or equal to the second threshold and less than or equal to the first threshold, the commands obtained by "pre-processing the control instructions of the braking device" and "pre-processing the control instructions of the suspension" will be "fused", and the instructions obtained by "fusion processing" will be used to control the braking device and the suspension.

[0400] Optionally, when "generating a control instruction for the brake device" and "generating a control instruction for the suspension" are the same unit in the controller, and "preprocessing a control instruction for the brake device" and "preprocessing a control instruction for the suspension" are the same unit in the controller, the instructions generated by the controller may include both instructions for controlling the brake device and instructions for controlling the suspension, and may also preprocess both instructions for controlling the brake device and instructions for controlling the suspension. Therefore, the location for performing the "fusion processing" may not be limited to Fig. 9 After the preprocessing shown. For example, "fusion processing" can be performed after the control instruction is generated, and then preprocessing can be performed.

[0401] Understandably, Fig. 9 The flowchart of a control method provided for the embodiment of the present application does not constitute a limitation on the embodiment of the present application. For example, in the specific implementation process of the above control method, more or fewer steps may be included, and the order of executing the steps may also be adjusted.

[0402] The following describes a device for implementing the aforementioned braking control method.

[0403] It should be understood that the division of units in the device provided in the embodiments of the present application is only a division of logical functions, and in actual implementation, it can be fully or partially integrated into one physical entity, or it can be physically separated. In addition, the units in the device can be implemented in the form of a processor calling software; for example, the device includes a processor, the processor is connected to a memory, and instructions are stored in the memory. The processor calls the instructions stored in the memory to implement any of the above methods or implement the functions of each unit of the device, wherein the processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory is a memory inside the device or a memory outside the device. Alternatively, the units in the device can be implemented in the form of hardware circuits, and the functions of some or all of the units can be realized by designing the hardware circuits, and the hardware circuits can be understood as one or more processors; for example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the functions of some or all of the above units are realized by designing the logical relationship of the components in the circuit; for another example, in another implementation, the hardware circuit can be realized by a programmable logic device (PLD), taking a field programmable gate array (FPGA) as an example, which can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by a configuration file, so as to realize the functions of some or all of the above units. All units of the above devices can be realized in the form of a processor calling software, or in the form of hardware circuits, or in part by a processor calling software, and the rest by hardware circuits.

[0404] It can be seen that each unit in the following device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0405] In addition, all or part of the units in the above device can be integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of each unit of the device. The type of the at least one processor may be different, for example, including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0406] Two possible arrangements are listed below.

[0407] See also Fig.10 , Fig.10 A schematic diagram of the structure of a brake control device provided in an embodiment of the present application. The brake control device 1000 includes an acquisition unit 1001 and a control unit 1002. The acquisition unit 1001 can be used to perform operations such as acquisition and reception, and / or to support other processes of the aforementioned embodiments. The control unit 1002 can be used to participate in the brake control process, including but not limited to the generation and sending of control instructions.

[0408] Optionally, the brake control device 1000 may be an independent device, or a device included in an independent device, such as a chip, a software module, or an integrated circuit. The brake control device 1000 is used to implement the aforementioned brake control method, for example Figure 3 Braking control method shown.

[0409] As a possible implementation, the acquisition unit 1001 is used to acquire the current driving speed of the target vehicle. The control unit 1002 is used to control the braking device of the target vehicle when the current driving speed is less than a first threshold value; and control the suspension of the target vehicle when the current driving speed is greater than a second threshold value.

[0410] As a possible implementation manner, the first threshold is greater than the second threshold, when the current driving speed is greater than or equal to the second threshold and less than or equal to the first threshold.

[0411] The control unit 1002 is further configured to, as the current driving speed increases, reduce the control strength of the braking device and increase the control strength of the suspension.

[0412] As a possible implementation, the brake control device 1000 further includes:

[0413] a generating unit, configured to generate a brake control indication state based on a vehicle state of the target vehicle;

[0414] The vehicle status includes one or more of the following: pitch angle, deceleration, roll angle, yaw angle, pitch angular velocity, deceleration change rate, pitch angular velocity change rate and the status of high priority functions; the braking control indication status is used to indicate the acquisition of the current driving speed of the target vehicle.

[0415] As a possible implementation manner, the brake control indication state includes a first indication state and a second indication state;

[0416] The first indication state or the second indication state is used to indicate the generation of a first target control instruction, and the first target control instruction is used to control the braking device and / or the suspension.

[0417] As a possible implementation manner, the brake control device 1000 further includes:

[0418] A receiving unit, used for receiving a first instruction from a user, wherein the first instruction is used for instructing the target vehicle to travel in a first working mode or a second working mode;

[0419] When the target vehicle is traveling in the first working mode, the control intensity of the braking device and / or the suspension is different from that when the target vehicle is traveling in the second working mode.

[0420] As a possible implementation manner, the generating unit is further used to generate an expected deceleration of the target vehicle based on the working mode and the current deceleration; and / or, based on the working mode and the current pitch angular velocity, generate an expected pitch angular velocity; the expected driving state of the target vehicle includes the expected deceleration and / or the expected pitch angular velocity;

[0421] The generating of the first target control instruction comprises:

[0422] The first target control instruction is generated based on the current driving state and the expected driving state, and the first target control instruction is used to control a brake device and / or a suspension of the target vehicle.

[0423] As a possible implementation manner, the generating unit is further used to pre-process the first target control instruction to generate a second target control instruction; the pre-processing includes saturation processing, dead zone processing and filtering processing;

[0424] The control unit is specifically configured to control a brake device and / or a suspension of the target vehicle based on the second target control instruction.

[0425] As a possible implementation manner, the braking control indication state is the first indication state; the generating unit is specifically configured to: generate a first control instruction based on feedforward control, the expected deceleration and / or the expected pitch angular velocity;

[0426] generating a second control instruction based on feedback control, the current deceleration and / or the current pitch angular velocity;

[0427] The first target control instruction is generated based on the first control instruction and the second control instruction.

[0428] As a possible implementation manner, the braking control indication state is the second indication state; and the generating unit is specifically configured to:

[0429] generating a first control instruction based on feedforward control, the expected deceleration and / or the expected pitch angular velocity;

[0430] generating a second control instruction based on feedback control, the current deceleration and / or the current pitch angular velocity;

[0431] generating a third control instruction based on the first control instruction and the second control instruction;

[0432] The third control instruction is subjected to a ramp-down process to generate the first target control instruction; the ramp-down process is used to weaken the control strength of the first target control instruction on the braking device and / or the suspension.

[0433] Fig.10 The specific operations and beneficial effects of each unit in the brake control device 1000 shown can be found in the corresponding description in the above method embodiment, which will not be repeated here.

[0434] See also Fig.11 , Fig.11 It is a structural schematic diagram of another possible brake control device provided by an embodiment of the present application. The brake control device 1100 may include at least one processor 1101 and a communication interface 1102. Optionally, it may also include at least one memory 1103. Further optionally, it may also include a connecting line 1104, wherein the processor 1101, the communication interface 1102 and / or the memory 1103 are connected via the connecting line 1104, and communicate with each other via the connecting line 1104 to transmit control and / or data signals. Optionally, the brake control device 1100 may be an independent device, such as an ECU, a car box (T-box) and other independent devices, or it may be a device contained in an independent device, such as a chip, a software module, or an integrated circuit.

[0435] in:

[0436] (1) The processor 1101 is a module that performs arithmetic operations and / or logical operations, and may specifically include one or more of the following devices: CPU, MCU, GPU, MPU, ASIC, FPGA, CPLD, coprocessor (to assist the central processor in completing corresponding processing and applications), and / or NPU, etc.

[0437] (2) The communication interface 1102 may be used to provide information input or output for the at least one processor. In some possible scenarios, the communication interface 1102 may include an interface circuit. And / or, the communication interface 1102 may be used to receive data sent externally and / or send data to the outside. For example, the communication interface 1102 may include a wired link interface such as an Ethernet cable, or a wireless link (Wi-Fi, Bluetooth, general wireless transmission, vehicle-mounted short-range communication technology, and other short-range wireless communication technologies, etc.) interface. Optionally, the communication interface 1102 may also include a transmitter (such as a radio frequency transmitter, an antenna, etc.) coupled to the interface, or a receiver, etc.

[0438] Optionally, if the brake control device 1100 is an independent device, the communication interface 1102 may include a receiver and a transmitter. The receiver and the transmitter may be the same component or different components. When the receiver and the transmitter are the same component, the component may be referred to as a transceiver.

[0439] Optionally, if the brake control device 1100 is a chip or a circuit, the communication interface 1102 may include an input interface and an output interface, and the input interface and the output interface may be the same interface, or may be different interfaces.

[0440] Optionally, the function of the communication interface 1102 may be implemented by a transceiver circuit or a dedicated transceiver chip. The processor 1101 may be implemented by a dedicated processing chip, a processing circuit, a processor or a general-purpose chip.

[0441] (3) The memory 1103 is used to provide a storage space, in which data such as an operating system and a computer program can be stored. The memory 1103 can be a random access memory (RAM), a read-only memory (ROM), an erasable programmable read only memory (EPROM), or a portable read only memory (CD-ROM), etc., or a combination of multiple thereof.

[0442] The functions and actions of the modules or units in the brake control device 1100 listed above are only for illustrative purposes.

[0443] Each functional unit in the brake control device 1100 can be used to implement the aforementioned brake control method. In order to avoid redundancy, the detailed description thereof is omitted here.

[0444] Optionally, the processor 1101 may be a processor specifically used to execute the aforementioned method (for convenience of distinction, referred to as a dedicated processor), or may be a processor that executes the aforementioned method by calling a computer program (for convenience of distinction, referred to as a dedicated processor). Optionally, the at least one processor may include both a dedicated processor and a general-purpose processor.

[0445] Optionally, in the case where the computing device includes at least one memory 1103 , if the processor 1101 implements the aforementioned braking control method by calling a computer program, the computer program may be stored in the memory 1103 .

[0446] The present application also provides a chip system, which includes a processor and a communication interface, wherein the communication interface is used to receive and / or send data, and / or the communication interface is used to provide input and / or output for the processor. The chip system is used to implement the aforementioned braking control method, for example Figure 3 Braking control method shown.

[0447] An embodiment of the present application further provides a terminal, which includes the aforementioned brake control device, for example, includes the brake control device 1000 or the brake control device 1100 .

[0448] Fig.11 The specific operations and beneficial effects of each unit in the brake control device 1100 shown can be found in the corresponding description in the above method embodiment, which will not be repeated here.

[0449] As a possible implementation method, the terminal may be an intelligent terminal or a means of transportation such as a vehicle, a drone, or a robot.

[0450] The present application also provides a computer-readable storage medium, wherein the computer-readable storage medium stores instructions, and when the instructions are executed on at least one processor, the aforementioned braking control method is implemented, for example Figure 3 Braking control method shown.

[0451] The present application also provides a computer program product, which includes computer instructions, and when executed by a computing device, implements the aforementioned braking control method, for example Figure 3 Braking control method shown.

[0452] A person skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware or by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a disk or an optical disk, etc.

[0453] The present application also provides a chip, which includes a processor and a memory. The memory is used to store computer programs or computer instructions, and the processor is used to execute the computer programs or computer instructions stored in the memory, so that the chip executes the above Figure 3 And the operations performed by the communication device in possible embodiments thereof.

[0454] In this application, the terms "first", "second", etc. are used to distinguish between identical or similar items with substantially the same effects and functions. It should be understood that there is no logical or temporal dependency between "first", "second", and "nth", nor is there a limitation on the quantity and execution order. It should also be understood that although the following description uses the terms first, second, etc. to describe various elements, these elements should not be limited by the terms. These terms are only used to distinguish one element from another element.

[0455] It should also be understood that in the various embodiments of the present application, the size of the serial number of each process does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0456] It should also be understood that the term “comprise” (also known as “includes,” “including,” “comprises” and / or “comprising”) when used in this specification specifies the presence of stated features, integers, steps, operations, elements, and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0457] It should also be understood that the references to "one embodiment", "an embodiment", or "a possible implementation" throughout the specification mean that specific features, structures, or characteristics related to the embodiment or implementation are included in at least one embodiment of the present application. Therefore, the references to "in one embodiment" or "in an embodiment", or "a possible implementation" throughout the specification do not necessarily refer to the same embodiment. In addition, these specific features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0458] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the above embodiments, a person of ordinary skill in the art should understand that the technical solutions described in the above embodiments can still be modified, or some or all of the technical features can be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle braking control method, characterized in that: The method is used for a target vehicle; the method comprises: Acquiring a current travel speed of the target vehicle; and controlling a braking device of the target vehicle when the current travel speed is less than a first threshold; When the current driving speed is greater than a second threshold, a suspension of the target vehicle is controlled.

2. The method according to claim 1, characterized in that The method further comprises: Acquiring a current driving state of the target vehicle, wherein the current driving state includes a current deceleration and / or a current pitch angular velocity; When the current driving speed is less than a first threshold, controlling the braking device of the target vehicle includes: When the current driving speed is less than the first threshold, the current deceleration is greater than a third threshold, and / or the current pitch angular velocity is greater than a fourth threshold, controlling a braking device of the target vehicle; When the current driving speed is greater than a second threshold, controlling the suspension of the target vehicle includes: In a case where the current driving speed is greater than the second threshold, the current deceleration is greater than a fifth threshold and / or the current pitch angular velocity is greater than a sixth threshold, the suspension of the target vehicle is controlled.

3. The method according to claim 1 or 2, characterized in that: The first threshold is greater than the second threshold, the current driving speed is greater than or equal to the second threshold and less than or equal to the first threshold; the method further includes: As the current driving speed increases, the control strength of the braking device decreases, and the control strength of the suspension increases.

4. The method according to any one of claims 1 to 3, characterized in that: The method further comprises: Based on the vehicle state of the target vehicle, a braking control indication state is generated; the vehicle state includes one or more of the following: pitch angle, deceleration, roll angle, yaw angle, pitch angular velocity, deceleration change rate, pitch angular velocity change rate and the state of a high priority function; the braking control indication state is used to indicate the current driving speed of the target vehicle.

5. The method according to claim 4, characterized in that The brake control indication state includes a first indication state and a second indication state; The first indication state or the second indication state is used to indicate the generation of a first target control instruction, and the first target control instruction is used to control the braking device and / or the suspension.

6. The method according to claim 5, characterized in that The method further comprises: Receiving a first instruction from a user, wherein the first instruction is used to indicate an operating mode of the target vehicle, wherein the operating mode includes a first operating mode and a second operating mode; When the target vehicle is traveling in the first working mode, the control intensity of the braking device and / or the suspension is different from that when the target vehicle is traveling in the second working mode.

7. The method according to claim 6, characterized in that The method further comprises: Based on the working mode and the current deceleration, generating an expected deceleration of the target vehicle; and / or, based on the working mode and the current pitch angular velocity, generating an expected pitch angular velocity; the expected driving state of the target vehicle includes the expected deceleration and / or the expected pitch angular velocity; The generating of the first target control instruction comprises: The first target control instruction is generated based on the current driving state and the expected driving state; and a brake device and / or a suspension of the target vehicle is controlled based on the first target control instruction.

8. The method according to claim 7, characterized in that The controlling the braking device and / or suspension of the target vehicle based on the first target control instruction includes: Preprocessing the first target control instruction to generate a second target control instruction; the preprocessing includes saturation processing, dead zone processing and filtering processing; Based on the second target control instruction, a brake device and / or a suspension of the target vehicle is controlled.

9. The method according to claim 7 or 8, characterized in that: The braking control indication state is the first indication state; and the generating the first target control instruction based on the current driving state and the expected driving state includes: generating a first control instruction based on feedforward control, the expected deceleration and / or the expected pitch angular velocity; generating a second control instruction based on feedback control, the current deceleration and / or the current pitch angular velocity; The first target control instruction is generated based on the first control instruction and the second control instruction.

10. The method according to claim 7 or 8, characterized in that: The braking control indication state is the second indication state; and the generating the first target control instruction based on the current driving state and the expected driving state includes: generating a first control instruction based on feedforward control, the expected deceleration and / or the expected pitch angular velocity; generating a second control instruction based on feedback control, the current deceleration and / or the current pitch angular velocity; generating a third control instruction based on the first control instruction and the second control instruction; The third control instruction is subjected to a ramp-down process to generate the first target control instruction; the ramp-down process is used to weaken the control strength of the first target control instruction on the braking device and / or the suspension.

11. A device for controlling vehicle braking, characterized in that: The device is used for a target vehicle, and comprises: An acquisition unit, used for acquiring the current driving speed of the target vehicle; A control unit is used to control the braking device of the target vehicle when the current driving speed is less than a first threshold value; and to control the suspension of the target vehicle when the current driving speed is greater than a second threshold value.

12. The device according to claim 11, characterized in that The acquisition unit is further used to acquire the current deceleration and / or current pitch angular velocity of the target vehicle; The control unit is specifically used to control the braking device of the target vehicle when the current driving speed is less than a first threshold, the current deceleration is greater than a third threshold and / or the current pitch angular velocity is greater than a fourth threshold; and to control the suspension of the target vehicle when the current driving speed is greater than a second threshold, the current deceleration is greater than the third threshold and / or the current pitch angular velocity is greater than a fourth threshold.

13. The device according to claim 11 or 12, characterized in that The first threshold is greater than the second threshold, and the current driving speed is greater than or equal to the second threshold and less than or equal to the first threshold; The control unit is further configured to, as the current driving speed increases, reduce the control strength of the braking device and increase the control strength of the suspension.

14. The device according to any one of claims 11 to 13, characterized in that: The device also includes: a generating unit, configured to generate a brake control indication state based on a vehicle state of the target vehicle; The vehicle status includes one or more of the following: pitch angle, deceleration, roll angle, yaw angle, pitch angular velocity, deceleration change rate, pitch angular velocity change rate and the status of high priority functions; the braking control indication status is used to indicate the current driving speed of the target vehicle.

15. The device according to claim 14, characterized in that The brake control indication state includes a first indication state and a second indication state; The first indication state or the second indication state is used to indicate the generation of a first target control instruction, and the first target control instruction is used to control the braking device and / or the suspension.

16. The device according to claim 15, characterized in that The device also includes: A receiving unit, used for receiving a first instruction from a user, wherein the first instruction is used for indicating an operating mode of the target vehicle, wherein the operating mode includes a first operating mode and a second operating mode; When the target vehicle is traveling in the first working mode, the control intensity of the braking device and / or the suspension is different from that when the target vehicle is traveling in the second working mode.

17. The device according to claim 16, characterized in that The generating unit is further configured to generate an expected deceleration of the target vehicle based on the working mode and the current deceleration; and / or to generate an expected pitch angular velocity based on the working mode and the current pitch angular velocity; the expected driving state of the target vehicle includes the expected deceleration and / or the expected pitch angular velocity; The generating of the first target control instruction comprises: The first target control instruction is generated based on the current driving state and the expected driving state; and a brake device and / or a suspension of the target vehicle is controlled based on the first target control instruction.

18. The device according to claim 17, characterized in that The generating unit is further used to pre-process the first target control instruction to generate a second target control instruction; the pre-processing includes saturation processing, dead zone processing and filtering processing; The control unit is specifically configured to control a brake device and / or a suspension of the target vehicle based on the second target control instruction.

19. The device according to claim 17 or 18, characterized in that The braking control indication state is the first indication state; the generating unit is specifically used for: generating a first control instruction based on feedforward control, the expected deceleration and / or the expected pitch angular velocity; generating a second control instruction based on feedback control, the current deceleration and / or the current pitch angular velocity; The first target control instruction is generated based on the first control instruction and the second control instruction.

20. The device according to claim 19, characterized in that The braking control indication state is the second indication state; the generating unit is specifically used for: generating a first control instruction based on feedforward control, the expected deceleration and / or the expected pitch angular velocity; generating a second control instruction based on feedback control, the current deceleration and / or the current pitch angular velocity; generating a third control instruction based on the first control instruction and the second control instruction; Performing a ramp-down process on the third control instruction to generate the first target control instruction; The slope reduction process is used to weaken the control strength of the first target control instruction on the braking device and / or suspension.

21. A device for controlling vehicle braking, characterized in that: The device includes a processor and a storage medium, wherein the storage medium stores instructions, and when the instructions are executed by the processor, the method according to any one of claims 1 to 10 is implemented.

22. A terminal, characterized in that: The terminal comprises the device for controlling vehicle braking according to any one of claims 11-21.

23. A computer-readable storage medium, characterized in that: The computer-readable storage medium comprises instructions, and when the instructions are executed by a processor, the method according to any one of claims 1 to 10 is implemented.

24. A computer program product, characterized in that The computer program product comprises instructions, and when the instructions are executed by a processor, the method according to any one of claims 1 to 10 is implemented.

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