Vehicle braking and damping method, device, equipment and storage medium

Abstract

The application relates to the technical field of vehicle control, and discloses a vehicle braking and damping method, a device, equipment and a storage medium, which comprises the following steps: when an obstacle is detected, determining a brake-related signal that can be obtained; based on the brake-related signal, determining a target damping coefficient according to vehicle speed information; and based on the target damping coefficient, controlling an electric control damper in the vehicle. Since the vehicle is detected to be close to an obstacle, the brake-related signal that can be obtained is calculated to determine the corresponding target damping coefficient when braking, and the electric control damper in the vehicle is controlled according to the target damping coefficient before actual braking, so that the corresponding damping force is generated to offset or weaken the vehicle pitching caused by subsequent braking, thereby improving the actual driving experience.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to vehicle braking and vibration reduction methods, devices, equipment and storage media. Background Technology

[0002] Current electronically controlled shock absorbers only activate after detecting changes in the vehicle's longitudinal acceleration, the brake pedal travel sensor detecting that the brake pedal has been depressed, the ABS (Anti-lock Braking System) signal from the autopilot controller, or a change in the brake cylinder hydraulic pressure. This is to counteract or reduce the vehicle's pitching phenomenon during braking. However, the current adjustment process is delayed. By this time, the braking action has already occurred, and the vehicle has already pitched, resulting in a poor actual driving experience. Summary of the Invention

[0003] The main objective of this application is to provide a vehicle braking damping method, device, equipment, and storage medium, aiming to solve the technical problem of lag in the control and adjustment of electronically controlled dampers to counteract the pitch phenomenon of vehicles during braking.

[0004] To achieve the above objectives, this application proposes a vehicle braking vibration reduction method, the method comprising:

[0005] When a nearby obstacle is detected, determine the available braking-related signals;

[0006] Based on the braking-related signals, the target damping coefficient is determined according to the vehicle speed information;

[0007] The electronically controlled shock absorber in the vehicle is controlled based on the target damping coefficient.

[0008] Optionally, determining the target damping coefficient based on the braking-related signal and vehicle speed information includes:

[0009] Detect whether the braking-related signals include road surface recognition signals;

[0010] If the braking-related signals include road surface recognition signals, then a simulated nose-diving force is generated based on the vehicle speed information;

[0011] The simulated pitching force is substituted into the four-degree-of-freedom half-vehicle model for calculation to generate the pitch angle vector;

[0012] The pitch control torque is determined based on the pitch angle vector;

[0013] The target damping coefficient is generated based on the pitch control torque.

[0014] Optionally, after detecting whether the braking-related signal includes a road surface recognition signal, the method further includes:

[0015] If the braking-related signals do not include road surface recognition signals, then the current vehicle speed is extracted from the vehicle speed information;

[0016] If the current vehicle speed is less than a preset vehicle speed threshold, then the speed difference between the current vehicle speed and the preset vehicle speed threshold is obtained;

[0017] The correction factor is determined based on the speed difference;

[0018] The target damping coefficient is determined based on the correction factor and the maximum damping coefficient, where the maximum damping coefficient is the maximum value of the damping coefficient supported by the electronically controlled shock absorber in the vehicle.

[0019] Optionally, determining the pitch control torque based on the pitch angle vector includes:

[0020] Obtain the vehicle's pitch control type;

[0021] The torque determination method is determined based on the pitch control type.

[0022] The pitch control torque is determined based on the torque determination method and the pitch angle vector.

[0023] Optionally, generating the target damping coefficient based on the pitch control moment includes:

[0024] Obtain the vehicle's suspension type;

[0025] Obtain the damping force generation method corresponding to the vehicle suspension type;

[0026] Based on the damping force generation method, the target damping coefficient is determined according to the pitch control torque.

[0027] Optionally, before determining the simulated nodding force of the vehicle based on the vehicle's speed information when a nearby obstacle is detected, the method further includes:

[0028] When an obstacle is detected by road surface recognition signals but no braking signal from the autonomous driving function is detected, the obstacle contact time is determined based on vehicle speed information. If the obstacle contact time is less than a preset time threshold, it is determined that a nearby obstacle has been detected.

[0029] or,

[0030] When an obstacle is detected by road surface recognition signal but no change in brake cylinder hydraulic pressure is detected in the braking system, the obstacle contact time is determined based on vehicle speed information. If the obstacle contact time is less than a preset time threshold, it is determined that a nearby obstacle has been detected.

[0031] or,

[0032] If a pre-fill signal for the brake hydraulic pressure of the autonomous driving function is detected, but no emergency braking signal for the autonomous driving function is detected, it is determined that a nearby obstacle has been detected.

[0033] Optionally, after controlling the electronically controlled shock absorber in the vehicle based on the target damping coefficient, the method further includes:

[0034] When an emergency braking signal is detected by the autonomous driving function, the target deceleration is extracted from the emergency braking signal;

[0035] The target nodding force is determined based on the target deceleration.

[0036] A new target damping coefficient is generated based on the target pitching force, and the process returns to the step of controlling the electronically controlled shock absorber in the vehicle based on the target damping coefficient.

[0037] Furthermore, to achieve the above objectives, this application also proposes a vehicle braking damping device, the device comprising:

[0038] The detection module is used to determine the available braking-related signals when a nearby obstacle is detected;

[0039] The determination module is used to determine the target damping coefficient based on the braking-related signals and vehicle speed information;

[0040] The control module is used to control the electronically controlled shock absorbers in the vehicle based on the target damping coefficient.

[0041] In addition, to achieve the above objectives, this application also proposes a vehicle braking damping device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle braking damping method as described above.

[0042] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the vehicle braking and vibration reduction method as described above.

[0043] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the vehicle braking and vibration reduction method described above.

[0044] One or more technical solutions proposed in this application have at least the following technical effects:

[0045] Because it can calculate and determine the target damping coefficient based on the available braking-related signals when it detects an obstacle approaching the vehicle and braking may occur, and control the electronically controlled shock absorbers in the vehicle according to the target damping coefficient before actual braking to generate the corresponding damping force, so as to counteract or reduce the vehicle pitch caused by subsequent braking, thereby improving the actual driving experience. Attached Figure Description

[0046] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0047] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0048] Figure 1 This is a flowchart illustrating an embodiment of the vehicle braking and vibration reduction method of this application.

[0049] Figure 2 This is a flowchart illustrating Embodiment 2 of the vehicle braking and vibration reduction method of this application.

[0050] Figure 3 This is a schematic diagram of a four-degree-of-freedom half-vehicle model according to an embodiment of this application;

[0051] Figure 4 This is a schematic diagram of the solution process for a four-degree-of-freedom half-vehicle model according to an embodiment of this application;

[0052] Figure 5 This is a schematic diagram of the module structure of the vehicle braking and vibration damping device according to an embodiment of this application;

[0053] Figure 6 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle braking and vibration reduction method in this application embodiment.

[0054] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0055] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0056] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0057] Based on this, the embodiments of this application provide a vehicle braking damping method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle braking and vibration reduction method of this application.

[0058] In this embodiment, the vehicle braking damping method includes steps S10 to S30:

[0059] Step S10: When a nearby obstacle is detected, determine the available braking-related signals.

[0060] It should be noted that the executing entity in this embodiment can be the vehicle itself or the vehicle braking damping device installed in the vehicle. The vehicle braking damping device can be a controller installed in the vehicle, such as an ECU controller, or other devices that can achieve the same or similar functions. This embodiment does not limit this. In this embodiment and the following embodiments, the vehicle braking damping device is used as an example to illustrate the vehicle braking damping method of the present invention.

[0061] It should be noted that, in order to minimize vehicle pitch, the electronically controlled shock absorbers need to be properly controlled before the vehicle actually brakes. Therefore, when the vehicle is approaching an obstacle, it will likely brake to avoid the obstacle and adjust its position. However, for safety reasons or access control, the vehicle's braking and damping system may not be able to obtain signals from all vehicle functions. In this case, to properly control the electronically controlled shock absorbers, the braking-related signals that the vehicle's braking and damping system can obtain should be determined first, so as to determine how to calculate the correlation coefficients used for control.

[0062] Among them, the braking-related signals can be signals sent by the vehicle braking and damping equipment during the process of vehicle braking and damping control. In this embodiment, since obstacles can be determined by image acquisition and image recognition of the road surface when making judgments (such as using a front-facing camera to collect road surface information in front, identifying the road surface information in front, and determining the road surface elevation information in front), the braking-related signals can include road surface recognition signals.

[0063] Meanwhile, vehicles may employ autonomous driving and driver assistance functions, which are also related to braking and vibration reduction. Therefore, braking-related signals may also include autonomous driving functions.

[0064] In practical use, the information that can be obtained will vary depending on the available braking-related signals. Naturally, the calculation methods used to control vehicle braking and vibration will also differ. Therefore, it is advisable to first determine the available braking-related signals.

[0065] In a specific implementation, in order to accurately determine whether an obstacle is nearby, the following may be included before step S10 in this embodiment:

[0066] When an obstacle is detected by road surface recognition signals but no braking signal from the autonomous driving function is detected, the obstacle contact time is determined based on vehicle speed information. If the obstacle contact time is less than a preset time threshold, it is determined that a nearby obstacle has been detected.

[0067] or,

[0068] When an obstacle is detected by road surface recognition signal but no change in brake cylinder hydraulic pressure in the braking system is detected, the obstacle contact time is determined based on vehicle speed information. If the obstacle contact time is less than a preset time threshold, it is determined that a nearby obstacle has been detected.

[0069] or,

[0070] If a pre-fill signal for the brake hydraulic pressure of the autonomous driving function is detected, but no emergency braking signal for the autonomous driving function is detected, it is determined that a nearby obstacle has been detected.

[0071] It should be noted that the method for determining the proximity of an obstacle will differ depending on the available braking-related signals. Obstacle contact time can be the interval between the vehicle maintaining its current speed and contacting the obstacle. The obstacle can be a road surface obstacle, such as a pedestrian or traffic cone, or an obstacle that may be moving.

[0072] In practical use, if the available braking-related signals include road surface recognition signals and autonomous driving signals, and the road surface recognition signal can confirm that an obstacle has been detected, but the braking signal of the autonomous driving function has not been detected, then it can be determined that although an obstacle has been detected, the obstacle is still far away from the vehicle. At this time, the duration of obstacle contact can be determined based on the vehicle speed information.

[0073] If the obstacle contact time is less than the preset time threshold, it means that if the vehicle continues to drive, it may come into contact with the obstacle in a short period of time. At this time, the vehicle is more likely to brake. Therefore, it can be determined that an adjacent obstacle has been detected.

[0074] Among them, the preset duration threshold can be pre-calibrated by the personnel in charge of the vehicle braking and damping equipment; the autonomous driving signal can include various signals sent by the autonomous driving function, and the braking signal of the autonomous driving function can include pre-processed signals and emergency braking signals. The pre-processed signal is a pre-filled signal, such as the PrefillRequest signal, issued in advance before the autonomous driving function controls the vehicle to brake in an emergency.

[0075] For example: Based on the available signals, if it is determined that the vehicle's front camera detects an obstacle (such as a vehicle or pedestrian) in front, and at the same time does not detect the PrefillRequest signal and emergency braking signal issued by the automated driving domain controller (such as the Automated Driving Control Unit, AD domain controller, or ADCU), then the relative distance l between the vehicle and the obstacle is identified based on the image collected by the front camera, and the estimated contact time t = l / v is calculated based on the current vehicle speed v. If t is less than the preset time threshold t_set, then it is determined that a nearby obstacle has been detected, and step S10 is started.

[0076] In practical use, if only road surface recognition signals can be obtained but autonomous driving signals cannot be obtained, then the change of the brake hydraulic cylinder can be detected to determine whether the vehicle has braked in an emergency to avoid the obstacle. Therefore, if the road surface recognition signal determines that an obstacle has been detected, but the change of the brake hydraulic cylinder in the vehicle's braking system is not detected, it can also be determined that the vehicle is far from the obstacle. The duration of obstacle contact can also be determined based on the vehicle speed information. If the duration of obstacle contact is less than the preset duration threshold, it means that if the vehicle continues to drive, it may come into contact with the obstacle in a short time. At this time, the vehicle is more likely to brake. Therefore, it can be determined that an adjacent obstacle has been detected.

[0077] If a change in the state of the brake hydraulic cylinder is detected, it can be determined that the vehicle is already performing an emergency braking action. In this case, no further judgment is required, and the maximum damping coefficient can be directly used as the target damping coefficient, and step S30 can be executed.

[0078] In actual use, if only the autonomous driving signal can be obtained but the road recognition signal cannot be obtained, then the vehicle can only use the relevant signals of the autonomous driving function to determine whether there is an obstacle nearby. If the brake hydraulic pre-fill signal of the autonomous driving function is detected but the emergency braking signal of the autonomous driving function is not detected, it means that the vehicle is close to the obstacle but there is still a certain distance. The vehicle has not directly performed emergency braking. Therefore, it can be determined that an obstacle nearby has been detected.

[0079] Step S20: Based on the braking-related signal, determine the target damping coefficient according to the vehicle speed information.

[0080] In practical use, after determining the available braking-related signals, the currently available information, such as road elevation information and relevant control signals, can be determined. Based on the available information, the calculation method that can be used to calculate the relevant control coefficient can be determined. Then, based on the calculation method and combined with the vehicle speed information, the target damping coefficient can be calculated and determined.

[0081] Step S30: Control the electronically controlled shock absorber in the vehicle based on the target damping coefficient.

[0082] In practical use, electronically controlled shock absorbers can be installed in vehicles. By adjusting the parameters of the electronically controlled shock absorbers, the damping force during shock absorption can be adjusted. At this time, the electronically controlled shock absorbers in the vehicle can be controlled and adjusted so that the output damping force is the damping force corresponding to the target damping coefficient. The damping force output by the electronically controlled shock absorbers can counteract the vehicle pitching situation as much as possible.

[0083] Specifically, the current value corresponding to the target damping coefficient can be output to the solenoid valve of the electronically controlled vibration damper through the electronically controlled vibration damper controller, thereby generating the damping force corresponding to the target damping coefficient.

[0084] Of course, it can also be directly output to the active suspension system in the vehicle to generate corresponding active force to counteract the vehicle's pitching.

[0085] In practical applications, the damping coefficient that an electronically controlled vibration damper can generate has an upper limit, that is, the damping force that the electronically controlled vibration damper can generate has an upper limit. In order to ensure that the electronically controlled vibration damper can be reasonably controlled, after obtaining the target damping coefficient, the target damping coefficient can be compared with the maximum damping coefficient supported by the electronically controlled vibration damper. The smaller value is used to control the electronically controlled vibration damper to avoid the damping coefficient exceeding the upper limit supported by the electronically controlled vibration damper.

[0086] This embodiment provides a vehicle braking damping method. When a vehicle is detected to be approaching an obstacle and braking may occur, the method can calculate and determine the corresponding target damping coefficient based on the available braking-related signals. Before actual braking, the method controls the electronically controlled shock absorber in the vehicle based on the target damping coefficient to generate the corresponding damping force, thereby offsetting or reducing the vehicle pitch caused by subsequent braking and improving the actual driving experience.

[0087] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in Embodiment 1 above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 2 Step S20 includes steps S201 to S205:

[0088] Step S201: Detect whether the braking-related signals include road surface identification signals.

[0089] Step S202: If the braking-related signal includes a road surface recognition signal, then a simulated nose-diving force is generated based on the vehicle speed information.

[0090] Step S203: Substitute the simulated pitching force into the four-degree-of-freedom half-vehicle model for calculation to generate the pitch angle vector.

[0091] It should be noted that if the available braking-related signals include road surface recognition signals, it means that the vehicle's braking and damping equipment can acquire road surface data fed back by cameras or other similar image acquisition devices. At this point, the road surface recognition signals can be used to determine the road surface information ahead, as well as the road surface elevation information. Simultaneously, the displacement of each wheel in the vehicle can be inferred. Based on a pre-set four-degree-of-freedom half-vehicle model, the pitch angle vector required for control can be calculated. This pitch angle vector can include the pitch angle, pitch rate, and pitch acceleration required to achieve the pitch control torque.

[0092] Therefore, we can first check whether the available braking-related signals include road surface recognition signals. If so, we can first generate a simulated nose-diving force based on the vehicle speed information. The vehicle speed information can include the vehicle's current speed and current acceleration, among other things.

[0093] For example, when calculating simulated deceleration, assuming the velocity drops to zero at contact, the following equation holds: v - at = 0; at this point, the simulated braking force F = ma, while the simulated nodding force F... dive =F / (H*L), if the simulated nose-diving force is decomposed, then the simulated nose-diving force f of the front wheels of the vehicle is... f,dive =F dive The simulated nose-diving force f of the rear wheel r,dive =-F dive Where v is the vehicle's current speed, t is the time it takes for the vehicle to travel at the current speed until it contacts the obstacle, H is the vehicle's center of gravity height, and L is the vehicle's front and rear wheelbase.

[0094] Step S204: Determine the pitch control torque based on the pitch angle vector.

[0095] It should be noted that the pitch control torque can be the torque required by the corresponding anti-pitch components in the vehicle to counteract the simulated pitch force.

[0096] In practical use, the managers of vehicle braking and damping equipment can perform pre-calibration, set different control torques according to the direction and magnitude of the pitch force, and store the calibration results in the pitch torque mapping table. Then, the pitch control torque can be determined by looking up the pitch control torque corresponding to the simulated roll force in the pitch torque mapping table.

[0097] Since calibration requires a lot of manual labor, it may not be possible to calibrate too many values. In this case, a small number of pitch force ranges can be calibrated, and corresponding pitch torques can be set for the pitch force ranges. In this case, the corresponding pitch force range can be determined first based on the simulated pitch force, and then the pitch torque corresponding to the pitch force range can be used as the pitch control torque.

[0098] In practical implementation, due to the calibration method, there will be some error. To avoid this, it is also possible to calculate the pitch control torque in real time. In this case, step S204 in this embodiment may include:

[0099] Obtain the vehicle's pitch control type;

[0100] The torque determination method is determined based on the pitch control type.

[0101] The pitch control torque is determined based on the torque determination method and the pitch angle vector.

[0102] It should be noted that the roll control type can be the control method used when the vehicle performs corresponding pitch moment control, and can include PID control, sky-hook control, and other types.

[0103] In practical use, different control types require different parameters to generate roll control torque, and the calculation method for roll control torque is also different. In order to reasonably determine the target roll torque, we can first obtain the roll control type of the vehicle, determine the torque determination method according to the roll control type, and finally determine the target roll torque according to the torque determination method and tilt angle vector.

[0104] For example: assuming the pitch angle vector Where θ is the pitch angle, For pitch angular velocity, Here, T represents the pitch acceleration, and T is the matrix transpose.

[0105] If PID control is used in the vehicle at this time, the roll control torque can be defined as:

[0106] Among them, K P K I K D These are the PID control coefficients;

[0107] If a similar ceiling control method is used, a roll-hook control can be defined, in which case the roll control torque can be defined as follows: Where K is the Roll-hook coefficient.

[0108] Step S205: Generate the target damping coefficient based on the pitch control torque.

[0109] In practical use, the managers of vehicle braking and damping equipment can pre-calibrate the correspondence between pitch control torque and damping coefficient, and construct a torque coefficient mapping table based on the calibration results. Then, the corresponding damping coefficient can be found in the torque coefficient mapping table based on the pitch control torque, and the found damping coefficient can be used as the target damping coefficient.

[0110] Similarly, since calibration requires a lot of manual labor, multiple intervals can be set for calibration when constructing the torque coefficient mapping table. The implementation method is similar to the pitch force interval method mentioned above, and will not be elaborated here.

[0111] In practical implementation, due to the calibration method, there will be a certain error. To avoid this, the target damping coefficient can be calculated in real time. In this case, step S205 of this embodiment may include:

[0112] Obtain the vehicle's suspension type;

[0113] Obtain the damping force generation method corresponding to the vehicle suspension type;

[0114] Based on the damping force generation method, the target damping coefficient is determined according to the pitch control torque.

[0115] It should be noted that, based on different control methods, vehicle suspensions can be categorized into active suspensions and semi-active suspensions. Of course, more categories can be defined according to actual needs, and this embodiment does not impose any limitations on this. The personnel managing the vehicle braking and damping equipment can pre-set different damping force generation methods for different types of vehicle suspensions.

[0116] In practical applications, the target damping coefficient can be calculated based on the pitch control moment using different methods depending on how the damping force is generated.

[0117] For example, if the vehicle's suspension type is active suspension, then the active force f of the front suspension can be defined. f =M / (l f +l r ), the main power of the rear suspension f r =-M / (l f +l r ), where l f and l r M represents the distance from the center of the front axle and rear axle to the center of mass, and M is the pitch control torque.

[0118] If the vehicle's suspension type is semi-active, then because the electronically controlled shock absorbers in this type of suspension do not generate a negative damping coefficient, the damping force f of the front suspension can be defined. f =M / l fThe rear suspension does not generate additional damping force. Then, the relative speed of the suspension can be obtained by differentiating the suspension displacement output by the height sensor at this time. The damping force is divided by the relative speed of the suspension to obtain the target damping coefficient c.

[0119] In practical applications, the generated active force or damping force can be added to the external force input vector U, and then input into the four-degree-of-freedom half-vehicle model for calculation, thereby obtaining the pitch angle vector and the corresponding pitch control torque at subsequent moments.

[0120] To facilitate understanding, we will now combine... Figure 3 and 4 This explanation does not limit the scope of this solution. Figure 3 This is a schematic diagram of the four-degree-of-freedom half-vehicle model in this embodiment. Figure 4 This is a schematic diagram of the solution process for the four-degree-of-freedom half-vehicle model in this embodiment.

[0121] The four-degree-of-freedom half-car model can be like... Figure 3 As shown, the system state equation in this model can be characterized as:

[0122]

[0123] The equation of state includes:

[0124] State parameter vector:

[0125] Pitch angle vector:

[0126] External force input vector: U = (f f +f f，dive f r +f r，dive ) T ;

[0127] Road surface input vector: W = (z tl z tr ) T ;

[0128] A, B, C, F, and D are all matrix parameters:

[0129]

[0130]

[0131] In the above formula, Z S Z represents the vertical displacement at the center of mass. ul and Z ur Z represents the vertical displacement of the front and rear axles in their unsprung positions. tl and Z trThe displacements of the front and rear axles at the tire contact points are given by m; θ is the pitch angle of the vehicle body. S Let m be the sprung mass. ul and m ur k represents the unsprung mass of the front and rear axles. sf and k sr c represents the suspension spring stiffness of the front and rear axles. sf and c sr The damping coefficients (or passive damping coefficients) of the current output of the front and rear axle dampers; f and l r l represents the distance from the center of the front axle and rear axle to the center of mass. f +l r =L, where L is the distance between the front and rear axles in the vehicle; I y Let be the moment of inertia.

[0132] And such Figure 4 As shown, the elevation information of the road surface detected by the front-facing camera in the vehicle can be used as the road surface input vector W. The simulated pitching force can be calculated based on the vehicle speed information and used as the external force input matrix U. Then, W, U, and A can be used as control vectors input into the four-degree-of-freedom half-vehicle model for calculation to obtain the output vector Y (i.e., the pitch angle vector). The pitch angle θ and pitch velocity can be extracted from Y. and pitch acceleration Then, the pitch control moment M can be calculated based on the vector Y, decomposed, and the forward and backward pitch control forces f can be determined. f and f r Finally, the target damping coefficient c was determined.

[0133] In specific implementations, if the obtainable braking-related signals do not include road surface recognition signals, then the vehicle braking and damping equipment cannot obtain road surface information. Since the road surface input vector changes significantly during initial braking, it is difficult to extrapolate from previous road surface information. Therefore, other methods are needed to calculate the target damping coefficient. In this case, after step S201 in this embodiment, the following may also be included:

[0134] If the braking-related signals do not include road surface recognition signals, then the current vehicle speed is extracted from the vehicle speed information;

[0135] If the current vehicle speed is less than a preset vehicle speed threshold, then the speed difference between the current vehicle speed and the preset vehicle speed threshold is obtained;

[0136] The correction factor is determined based on the speed difference;

[0137] The target damping coefficient is determined based on the correction coefficient and the maximum damping coefficient.

[0138] It should be noted that the maximum damping coefficient can be the maximum damping coefficient supported by the electronically controlled shock absorbers in the vehicle. The preset vehicle speed threshold can be pre-calibrated by the personnel in charge of the vehicle's braking and damping equipment.

[0139] In practical use, if the available braking-related signals do not include road surface recognition signals, the vehicle cannot actually obtain road surface recognition information (or road surface recognition signals) and therefore cannot obtain road surface information. Since the road surface input vector changes significantly during initial braking, calculations based on previous road surface information will result in inaccurate road surface input vectors. In this case, it is difficult to use a four-degree-of-freedom half-vehicle model for calculation. Therefore, the damping coefficient to be used can be determined directly based on the vehicle's current speed. Thus, the current vehicle speed can be extracted from the vehicle speed information.

[0140] In practical applications, the higher the vehicle speed, the greater the damping force required for braking. Therefore, if the current vehicle speed is greater than or equal to the preset vehicle speed threshold, it means that the vehicle speed is extremely high. If braking occurs, the maximum damping force needs to be provided to minimize the vehicle pitch. Therefore, the target damping coefficient can be set to the maximum damping coefficient.

[0141] If the current vehicle speed is less than the preset vehicle speed threshold, it means that the vehicle speed is too low and there is no need to directly use the maximum damping force. In order to determine the specific damping force that should be used, the speed difference between the current vehicle speed and the preset vehicle speed threshold can be calculated. Then, the correction coefficient (0≤correction coefficient≤1) is determined based on the speed difference. Finally, the correction coefficient is multiplied by the maximum damping coefficient, and the product is used as the target damping coefficient.

[0142] The correction coefficient is directly proportional to the current vehicle speed and inversely proportional to the speed difference. The correspondence between the correction coefficient and the speed difference can be preset by the vehicle braking and damping equipment management personnel and stored in the difference coefficient mapping table. Therefore, determining the correction coefficient based on the speed difference can be done by looking up the correction coefficient corresponding to the speed difference in the difference coefficient mapping table.

[0143] When setting up the difference coefficient mapping table, in order to reduce the difficulty of calibration, multiple difference intervals can be set, and corresponding correction coefficients can be set for each difference interval. This embodiment does not impose any restrictions on this.

[0144] In one possible implementation of this embodiment, after step S30, the following may also be included:

[0145] When an emergency braking signal is detected by the autonomous driving function, the target deceleration is extracted from the emergency braking signal;

[0146] The target nodding force is determined based on the target deceleration.

[0147] A new target damping coefficient is generated based on the target pitching force, and the process returns to the step of controlling the electronically controlled shock absorber in the vehicle based on the target damping coefficient.

[0148] It should be noted that, in the case of autonomous driving, when controlling the vehicle to brake, due to the influence of the algorithm and changes in obstacles (such as pedestrian movement, vehicle acceleration or deceleration, etc.), in some cases, even after the previous braking, emergency braking may still be required to avoid obstacles. In this case, the autonomous driving will send a corresponding emergency braking signal. Emergency braking generally causes the vehicle to pitch significantly. In order to reduce this pitch, when the emergency braking signal of the autonomous driving function is detected, the target deceleration can be extracted from the emergency braking signal. Then, the target pitching force is calculated based on the target deceleration. After that, a new target damping coefficient is generated based on the target pitching force, and then the process returns to step S30.

[0149] For example, if a vehicle has autonomous driving capabilities, it will be equipped with an autonomous driving controller (AD domain controller). If, after previous braking, an emergency braking signal (AEB signal) is detected from the AD domain controller, the target deceleration 'a' can be obtained from the AEB signal. At this point, the target braking force F = ma, and the target nose-nodding force F... dive =F / (H*L), if the target pitching force is decomposed, then the target pitching force f of the front wheels of the vehicle at this time is... f,dive =F dive The target nodding force f of the rear wheel r,dive =-F dive At this point, the target pitching force can be substituted into the four-degree-of-freedom half-car model as the simulated pitching force for calculation to determine the pitch angle vector. Then, the pitch control torque is determined based on the pitch angle vector, and a new target damping coefficient is determined based on the pitch control torque. Finally, the execution step S30 is returned based on the new target damping coefficient.

[0150] Where v is the vehicle's current speed, t is the time it takes for the vehicle to travel at the current speed until it contacts the obstacle, H is the vehicle's center of gravity height, and L is the vehicle's front and rear wheelbase.

[0151] In practical use, since the vehicle braking and damping equipment may only be able to obtain the autonomous driving signal and not the road surface recognition signal, it will be impossible to determine the road surface input vector through the road surface recognition signal (such as obtaining the image from the front camera to determine the road surface input vector). However, emergency braking is generally very short, so the road surface input vector in the short time can be used as the road surface input vector in the next instant. Therefore, the current vehicle state parameters, pitch angle, external force input vector, etc. can be substituted into the four-degree-of-freedom half-vehicle model for passive calculation to obtain the road surface input vector. Then, the road surface input vector and the target pitch force calculated based on the emergency braking signal are substituted into the four-degree-of-freedom half-vehicle model for calculation to determine the new target damping coefficient.

[0152] In the passive calculation of the road input vector, the external force input vector (i.e., BU in the above state equation) in the four-degree-of-freedom half-vehicle model can be cleared and used as a four-degree-of-freedom passive half-vehicle model. The relevant state information of the vehicle at present is substituted into the four-degree-of-freedom passive half-vehicle model to calculate the road input vector.

[0153] This embodiment provides a vehicle braking vibration reduction method. When calculating the target damping coefficient, different methods are used to calculate the target damping coefficient depending on whether the available braking-related signals include road surface identification signals. This ensures that even if the available braking-related signals are different, the electronically controlled damper can still be reasonably controlled.

[0154] This application also provides a vehicle braking damping device; please refer to [reference needed]. Figure 5 The vehicle braking damping device includes:

[0155] The detection module 10 is used to determine the available braking-related signals when a nearby obstacle is detected;

[0156] The determination module 20 is used to determine the target damping coefficient based on the braking-related signals and vehicle speed information;

[0157] The control module 30 is used to control the electronically controlled shock absorber in the vehicle based on the target damping coefficient.

[0158] The vehicle braking damping device provided in this application, employing the vehicle braking damping method described in the above embodiments, can solve the technical problem of lag in the control and adjustment of electronically controlled dampers in related technologies, thus offsetting the pitch phenomenon of the vehicle during braking. Compared with the prior art, the beneficial effects of the vehicle braking damping device provided in this application are the same as those of the vehicle braking damping method provided in the above embodiments, and other technical features in the vehicle braking damping device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0159] This application provides a vehicle braking damping device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the vehicle braking damping method in the above embodiment 1.

[0160] The following is for reference. Figure 6 The diagram illustrates a structural schematic suitable for implementing vehicle braking and damping devices according to embodiments of this application. The vehicle braking and damping devices in these embodiments may include, but are not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 6 The vehicle braking damping device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of this application.

[0161] like Figure 6As shown, the vehicle braking damping device may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the vehicle braking damping device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. Communication device 1009 allows the vehicle brake damping device to communicate wirelessly or wiredly with other devices to exchange data. Although the figures show vehicle brake damping devices with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0162] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0163] The vehicle braking damping device provided in this application, employing the vehicle braking damping method described in the above embodiments, can solve the technical problem of lag in the control and adjustment of electronically controlled dampers in related technologies, thus offsetting the pitch phenomenon of the vehicle during braking. Compared with the prior art, the beneficial effects of the vehicle braking damping device provided in this application are the same as those of the vehicle braking damping method provided in the above embodiments, and other technical features of this vehicle braking damping device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0164] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0165] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0166] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle braking and vibration reduction method in the above embodiments.

[0167] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0168] The aforementioned computer-readable storage medium may be included in the vehicle braking and damping device; or it may exist independently and not be assembled into the vehicle braking and damping device.

[0169] The aforementioned computer-readable storage medium carries one or more programs that, when executed by a vehicle braking and damping device, cause the vehicle braking and damping device to: determine an available braking-related signal upon detecting a nearby obstacle; determine a target damping coefficient based on the braking-related signal and vehicle speed information; and control the electronically controlled damper in the vehicle based on the target damping coefficient.

[0170] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0171] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0172] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0173] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle braking and damping method. This solves the technical problem in related technologies where the control and adjustment of electronically controlled dampers lags behind the vehicle's pitch phenomenon during braking. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the vehicle braking and damping method provided in the above embodiments, and will not be repeated here.

[0174] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle braking and vibration reduction method described above.

[0175] The computer program product provided in this application can solve the technical problem of lag in the control and adjustment of electronically controlled shock absorbers in related technologies, thus offsetting the pitch phenomenon of vehicles during braking. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the vehicle braking and shock absorption method provided in the above embodiments, and will not be repeated here.

[0176] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A vehicle braking vibration reduction method, characterized in that, The method includes: When a nearby obstacle is detected, determine the available braking-related signals; Based on the braking-related signals, the target damping coefficient is determined according to the vehicle speed information; The electronically controlled shock absorber in the vehicle is controlled based on the target damping coefficient; The step of determining the target damping coefficient based on the braking-related signal and vehicle speed information includes: Detect whether the braking-related signals include road surface recognition signals; If the braking-related signals include road surface recognition signals, then a simulated nose-diving force is generated based on the vehicle speed information; The simulated pitching force is substituted into the four-degree-of-freedom half-vehicle model for calculation to generate the pitch angle vector; The pitch control torque is determined based on the pitch angle vector; The target damping coefficient is generated based on the pitch control torque.

2. The vehicle braking vibration reduction method as described in claim 1, characterized in that, After detecting whether the braking-related signals include road surface recognition signals, the method further includes: If the braking-related signals do not include road surface recognition signals, then the current vehicle speed is extracted from the vehicle speed information; If the current vehicle speed is less than a preset vehicle speed threshold, then the speed difference between the current vehicle speed and the preset vehicle speed threshold is obtained; The correction factor is determined based on the speed difference; The target damping coefficient is determined based on the correction factor and the maximum damping coefficient, where the maximum damping coefficient is the maximum value of the damping coefficient supported by the electronically controlled shock absorber in the vehicle.

3. The vehicle braking vibration reduction method as described in claim 1, characterized in that, The step of determining the pitch control torque based on the pitch angle vector includes: Obtain the vehicle's pitch control type; The torque determination method is determined based on the pitch control type. The pitch control torque is determined based on the torque determination method and the pitch angle vector.

4. The vehicle braking vibration reduction method as described in claim 1, characterized in that, The step of generating the target damping coefficient based on the pitch control torque includes: Obtain the vehicle's suspension type; Obtain the damping force generation method corresponding to the vehicle suspension type; Based on the damping force generation method, the target damping coefficient is determined according to the pitch control torque.

5. The vehicle braking vibration reduction method as described in claim 1, characterized in that, Before determining the simulated nodding force of the vehicle based on the vehicle's speed information upon detecting a nearby obstacle, the process also includes: When an obstacle is detected by road surface recognition signals but no braking signal from the autonomous driving function is detected, the obstacle contact time is determined based on vehicle speed information. If the obstacle contact time is less than a preset time threshold, it is determined that a nearby obstacle has been detected. or, When an obstacle is detected by road surface recognition signal but no change in brake cylinder hydraulic pressure in the braking system is detected, the obstacle contact time is determined based on vehicle speed information. If the obstacle contact time is less than a preset time threshold, it is determined that a nearby obstacle has been detected. or, If a pre-fill signal for the brake hydraulic pressure of the autonomous driving function is detected, but no emergency braking signal for the autonomous driving function is detected, it is determined that a nearby obstacle has been detected.

6. The vehicle braking vibration reduction method according to any one of claims 1-5, characterized in that, After controlling the electronically controlled shock absorber in the vehicle based on the target damping coefficient, the method further includes: When an emergency braking signal is detected by the autonomous driving function, the target deceleration is extracted from the emergency braking signal; The target nodding force is determined based on the target deceleration. A new target damping coefficient is generated based on the target pitching force, and the process returns to the step of controlling the electronically controlled shock absorber in the vehicle based on the target damping coefficient.

7. A vehicle braking damping device, characterized in that, The device includes: The detection module is used to determine the available braking-related signals when a nearby obstacle is detected; The determination module is used to determine the target damping coefficient based on the braking-related signals and vehicle speed information; A control module is used to control the electronically controlled shock absorbers in the vehicle based on the target damping coefficient; The determining module is further configured to detect whether the braking-related signals include road surface recognition signals; if the braking-related signals include road surface recognition signals, then a simulated pitching force is generated based on the vehicle speed information; the simulated pitching force is substituted into a four-degree-of-freedom half-vehicle model for calculation to generate a pitch angle vector; the pitch control torque is determined based on the pitch angle vector; and a target damping coefficient is generated based on the pitch control torque.

8. A vehicle braking damping device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle braking damping method as described in any one of claims 1 to 6.

9. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the vehicle braking and vibration reduction method as described in any one of claims 1 to 6.

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