Cruise braking control method, electronic equipment, storage medium and program product

Abstract

The embodiment of the invention provides a cruise braking control method, electronic equipment, a storage medium and a program product. The method comprises the following steps: acquiring gradients of a vehicle in N target road sections, for each target road section, determining a sliding acceleration of the vehicle in the target road section according to external resistance borne by the vehicle when the vehicle slides in the target road section, and determining a sliding acceleration of the vehicle in the target road section according to the sliding acceleration of the vehicle in the target road section and an initial speed of the vehicle in the target road section; predicting the starting speed of the vehicle at the next target road section, and if the starting speed of at least one target road section is greater than or equal to a preset speed threshold and the sliding acceleration of at least one target road section is greater than the maximum braking deceleration of the vehicle, determining an auxiliary braking threshold of the vehicle according to the speed of the vehicle at the current position, according to the method, the vehicle is braked in advance according to the road condition, so that the accident risk caused by braking hysteresis is reduced.

Description

Technical Field

[0001] The present application relates to the field of automobile brake control, and in particular to a cruise brake control method, electronic equipment, storage medium and program product. Background Art

[0002] Commercial vehicles are heavy and can use gravity potential energy to achieve a longer sliding distance when sliding on downhill sections. This feature not only ensures timeliness, but also saves fuel. The sliding of heavy vehicles downhill also brings certain safety challenges. If the speed is too fast, the driver may not be able to control the vehicle in time, leading to potential traffic accidents. Therefore, it is particularly important to actively use the vehicle's auxiliary braking function during cruising.

[0003] In the prior art, cruise braking is performed based on threshold calibration, that is, the vehicle status, such as vehicle speed, is monitored in real time during vehicle driving. When the vehicle speed exceeds a preset threshold, the braking system is automatically activated to reduce the vehicle speed and maintain a safe distance.

[0004] However, the cruise braking function based on threshold calibration usually starts the braking operation only after detecting a situation where braking is needed. This lag causes the braking effect to be not timely or sufficient enough. Under complex road conditions, the braking lag will significantly increase the risk of accidents. Summary of the invention

[0005] The embodiments of the present application provide a cruise brake control method, electronic device, storage medium and program product, which are used to achieve the effect of braking in advance according to road conditions to reduce the increase in accident risk caused by braking lag.

[0006] In a first aspect, an embodiment of the present application provides a cruise brake control method, comprising:

[0007] Obtaining the slope of the vehicle on N target sections, the N target sections comprising: a plurality of continuous sub-sections divided between a current position and an Nth future position, N being an integer greater than or equal to 1, and the target section being a downhill section;

[0008] For each of the target sections, determining the coasting acceleration of the vehicle in the target section according to the external resistance encountered by the vehicle when coasting in the target section, and predicting the starting speed of the vehicle in the next target section according to the coasting acceleration of the vehicle in the target section and the starting speed of the vehicle in the target section;

[0009] If the starting vehicle speed of at least one of the target road sections is greater than or equal to a preset vehicle speed threshold, and the coasting acceleration of at least one of the target road sections is greater than the maximum braking deceleration of the vehicle, the auxiliary braking threshold of the vehicle is determined according to the vehicle speed at the current position, so as to call the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold.

[0010] In a possible implementation manner, determining the auxiliary braking threshold of the vehicle according to the speed of the vehicle at the current position includes:

[0011] Obtaining a braking margin, where the braking margin is greater than 0;

[0012] The sum of the braking margin and the vehicle speed at the current position is used as the auxiliary braking threshold.

[0013] In a possible implementation manner, obtaining the braking margin includes:

[0014] Acquire the braking response time of the auxiliary braking system and the distance between the overspeed section and the first section, wherein the overspeed section includes a target section where the starting vehicle speed is greater than or equal to a preset vehicle speed threshold and the coasting acceleration is greater than the maximum braking deceleration;

[0015] The braking margin is determined according to the braking response time and the distance, wherein the braking margin is negatively correlated to the braking response time and positively correlated to the distance.

[0016] In a possible implementation manner, the invoking the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold includes:

[0017] Continuously obtaining the current speed of the vehicle;

[0018] When the current vehicle speed is greater than or equal to the auxiliary braking threshold, the auxiliary braking system is called to brake the vehicle.

[0019] In a possible implementation manner, after calling the auxiliary braking system to brake the vehicle, the method further includes:

[0020] determining a braking stop threshold according to the auxiliary braking threshold, wherein the braking stop threshold is less than the auxiliary braking threshold;

[0021] When the current vehicle speed is less than or equal to the auxiliary stop threshold, braking the vehicle is stopped.

[0022] In a possible implementation manner, after stopping braking the vehicle, the method further includes:

[0023] determining whether the vehicle is still on a downhill section;

[0024] If the vehicle is on the downhill section, the braking effect of the vehicle is determined, and N is adjusted according to the braking effect, so as to return to the step of obtaining the slope of the vehicle in N target sections.

[0025] In a possible implementation manner, adjusting N according to the braking effect includes:

[0026] When the deceleration degree included in the braking effect is greater than or equal to the preset deceleration degree, reducing N;

[0027] When the deceleration degree included in the braking effect of this time is less than the preset deceleration degree, N is increased.

[0028] In a possible implementation manner, the process of determining the maximum braking deceleration includes:

[0029] Determining the maximum available torque of each auxiliary braking system according to a braking parameter of at least one auxiliary braking system on the vehicle, wherein the braking parameter comprises: a maximum braking torque and a maximum available ratio, wherein the maximum available torque is the product of the maximum braking torque and the maximum available ratio;

[0030] converting the maximum available torque of each auxiliary braking system into the maximum wheel torque of the auxiliary braking system according to the type of each auxiliary braking system;

[0031] The sum of the maximum wheel torques of the auxiliary braking systems is determined as the maximum auxiliary braking torque of the vehicle, and the maximum auxiliary braking torque is converted into the maximum braking deceleration of the vehicle according to the wheel radius of the vehicle and the mass of the vehicle.

[0032] In a possible implementation manner, determining the coasting acceleration of the vehicle in the target section according to the external resistance encountered by the vehicle when coasting in the target section includes:

[0033] Calculating at least one external resistance when the vehicle is sliding in the target section, the at least one external resistance comprising at least one of the following: ramp resistance, rolling resistance, air resistance, or gear reverse drag resistance, the ramp resistance being the product of gravity acceleration, the mass of the vehicle and the sine value of the slope of the target section, the rolling resistance being the product of gravity acceleration, the mass, the cosine value of the slope and a rolling resistance coefficient, the air resistance being the product of the square of the starting speed of the vehicle in the target section, air density, the frontal area of ​​the vehicle and the air resistance coefficient, and the gear reverse drag resistance being the product of a preset calibration coefficient, a gearbox speed ratio and a rear axle speed ratio, and divided by a wheel radius;

[0034] The resistance sum of the vehicle when coasting in the target road section is calculated according to the at least one external resistance, and the coasting acceleration of the vehicle is determined according to the resistance sum.

[0035] In a second aspect, an embodiment of the present application provides a cruise brake control device, comprising:

[0036] An acquisition module, used for acquiring the slope of the vehicle on N target sections, wherein the N target sections include: a plurality of continuous sub-sections divided between a current position and an Nth future position, N is an integer greater than or equal to 1, and the target section is a downhill section;

[0037] a processing module, configured to determine, for each target road section, a coasting acceleration of the vehicle in the target road section according to an external resistance encountered by the vehicle when coasting in the target road section, and predict a starting speed of the vehicle in the next target road section according to the coasting acceleration of the vehicle in the target road section and a starting speed of the vehicle in the target road section;

[0038] If the starting vehicle speed of at least one of the target road sections is greater than or equal to a preset vehicle speed threshold, and the coasting acceleration of at least one of the target road sections is greater than the maximum braking deceleration of the vehicle, the processing module is further used to determine the auxiliary braking threshold of the vehicle according to the vehicle speed at the current position, so as to call the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold.

[0039] In a cruise brake control device provided in this application:

[0040] An acquisition module, used for acquiring a braking margin, wherein the braking margin is greater than 0;

[0041] The processing module is used to use the sum of the braking margin and the vehicle speed at the current position as the auxiliary braking threshold.

[0042] In a cruise brake control device provided in this application:

[0043] an acquisition module, configured to acquire a braking response time of the auxiliary braking system and a distance between an overspeeding section and a first section, wherein the overspeeding section includes a target section where the starting vehicle speed is greater than or equal to a preset vehicle speed threshold and the coasting acceleration is greater than the maximum braking deceleration;

[0044] A processing module is used to determine the braking margin according to the braking response time and the distance, wherein the braking margin is negatively correlated with the braking response time and positively correlated with the distance.

[0045] In a cruise brake control device provided in this application:

[0046] An acquisition module, used for continuously acquiring the current speed of the vehicle;

[0047] The processing module is used to call the auxiliary braking system to brake the vehicle when the current vehicle speed is greater than or equal to the auxiliary braking threshold.

[0048] In a cruise brake control device provided in this application:

[0049] a processing module, configured to determine a braking stop threshold according to the auxiliary braking threshold, wherein the braking stop threshold is less than the auxiliary braking threshold;

[0050] The processing module is further configured to stop braking the vehicle when the current vehicle speed is less than or equal to the auxiliary stop threshold.

[0051] In a cruise brake control device provided in this application:

[0052] A processing module, used for determining whether the vehicle is still on a downhill section;

[0053] If the vehicle is in the downhill section, the processing module is also used to determine the current braking effect of the vehicle, and adjust N according to the current braking effect to return to the step of obtaining the slope of the vehicle in N target sections.

[0054] In a cruise brake control device provided in this application:

[0055] The processing module is further configured to reduce the N when the deceleration degree included in the braking effect is greater than or equal to a preset deceleration degree;

[0056] The processing module is further configured to increase the N when the deceleration degree included in the braking effect is less than the preset deceleration degree.

[0057] In a cruise brake control device provided in this application:

[0058] The processing module is further used to determine the maximum available torque of each auxiliary braking system according to the braking parameters of at least one auxiliary braking system on the vehicle, wherein the braking parameters include: a maximum braking torque and a maximum available ratio, and the maximum available torque is the product of the maximum braking torque and the maximum available ratio;

[0059] The processing module is further used for converting the maximum available torque of the auxiliary braking system into the maximum wheel torque of the auxiliary braking system according to the type of each auxiliary braking system;

[0060] The processing module is also used to determine the sum of the maximum wheel torques of each auxiliary braking system as the maximum auxiliary braking torque of the vehicle, and convert the maximum auxiliary braking torque into the maximum braking deceleration of the vehicle according to the wheel radius of the vehicle and the mass of the vehicle.

[0061] In a cruise brake control device provided in this application:

[0062] a processing module, configured to calculate at least one external resistance when the vehicle is sliding in the target section, the at least one external resistance comprising at least one of the following: ramp resistance, rolling resistance, air resistance, or gear reverse drag resistance, the ramp resistance being the product of gravity acceleration, mass of the vehicle and the sine value of the slope of the target section, the rolling resistance being the product of gravity acceleration, the mass, the cosine value of the slope and a rolling resistance coefficient, the air resistance being the product of the square of the starting speed of the vehicle in the target section, air density, vehicle frontal area and air resistance coefficient, and the gear reverse drag resistance being the product of a preset calibration coefficient, a gearbox speed ratio and a rear axle speed ratio, and divided by a wheel radius;

[0063] The processing module is further used to calculate the resistance sum of the vehicle when gliding in the target section according to the at least one external resistance, and determine the gliding acceleration of the vehicle according to the resistance sum.

[0064] In a third aspect, an embodiment of the present application provides an electronic device, including: a memory, a processor;

[0065] The memory stores computer-executable instructions;

[0066] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the above first aspect and / or various possible implementations of the first aspect.

[0067] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the first aspect above and / or various possible implementations of the first aspect.

[0068] In a fifth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the above first aspect and / or various possible implementation methods of the first aspect.

[0069] A cruise brake control method, electronic device, storage medium and program product provided by an embodiment of the present application obtain the slope of a vehicle in N target sections, where the N target sections include: multiple continuous sub-sections divided from a current position to an Nth future position, N is an integer greater than or equal to 1, and the target section is a downhill section. For each target section, the coasting acceleration of the vehicle in the target section is determined according to the external resistance encountered by the vehicle when coasting in the target section, and the starting speed of the vehicle in the next target section is predicted according to the coasting acceleration of the vehicle in the target section and the starting speed of the vehicle in the target section. If the starting speed of at least one target section is greater than or equal to a preset speed threshold, and the coasting acceleration of at least one target section is greater than the maximum braking deceleration of the vehicle, the auxiliary braking threshold of the vehicle is determined according to the speed of the vehicle at the current position, so as to call the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold. Compared with the prior art, in which cruise braking is performed according to threshold calibration, braking is performed only when the vehicle state exceeds the calibration threshold, resulting in untimely braking effect under complex road conditions, leading to increased accident risk. The present application obtains information about the vehicle on future roads, and then predicts the vehicle's coasting acceleration and starting speed in each target section. If the starting speed of at least one target section is greater than or equal to the preset speed threshold, the vehicle is braked. By comprehensively considering factors such as the vehicle's coasting acceleration, starting speed, and maximum braking deceleration, more accurate and advanced braking decisions are achieved, so that braking can be performed in time under complex road conditions to reduce accident risks. BRIEF DESCRIPTION OF THE DRAWINGS

[0070] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0071] Figure 1 A schematic diagram of a cruise brake control method provided in this application;

[0072] Figure 2 A schematic flow chart of a cruise brake control method embodiment 1 provided in the present application;

[0073] Figure 3 A schematic flow chart of a second embodiment of a cruise brake control method provided by the present application;

[0074] Figure 4 A schematic flow chart of a cruise brake control method embodiment 3 provided in the present application;

[0075] Figure 5 A schematic flow chart of a fourth embodiment of a cruise brake control method provided by the present application;

[0076] Figure 6 A flowchart of a cruise brake control method embodiment 5 provided in the present application;

[0077] Figure 7 A flowchart of a sixth embodiment of a cruise brake control method provided by the present application;

[0078] Figure 8 A schematic diagram of the structure of a cruise brake control device provided in an embodiment of the present application;

[0079] Fig. 9 A schematic diagram of the structure of the electronic device provided in this application.

[0080] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0081] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0082] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, storage, use, processing, transmission, provision, disclosure and application of the relevant data comply with the relevant laws, regulations and standards of the relevant countries and regions, take necessary confidentiality measures, do not violate public order and good morals, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0083] In the prior art, when performing cruise braking, the vehicle status is monitored in real time, and braking is automatically performed only when the vehicle status exceeds a preset threshold. Therefore, when faced with complex road conditions, the lag in this braking results in an untimely braking effect, which in turn increases the risk of accidents.

[0084] Based on this, the inventive concept of the present application is to provide a cruise braking control method that can brake the vehicle before the vehicle state exceeds a preset threshold. Therefore, the present application obtains information about future roads to predict the vehicle's coasting acceleration and starting speed on future roads. When it is predicted that the starting speed on the future road exceeds the preset speed threshold, the vehicle is braked in advance, thereby achieving early braking and reducing the risk of accidents.

[0085] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0086] Figure 1 A schematic diagram of a cruise brake control method provided in this application, such as Figure 1 As shown, the specific application scenario of the present application is: the electronic control unit of the vehicle obtains the slope of the vehicle in N target sections, and then for each target section, the gliding acceleration of the vehicle in the target section is determined according to the external resistance encountered by the vehicle when gliding in the target section, and the starting speed of the vehicle in the next target section is predicted according to the gliding acceleration of the vehicle in the target section and the starting speed of the vehicle in the target section. If the starting speed of at least one target section is greater than or equal to a preset speed threshold, and the gliding acceleration of at least one target section is greater than the maximum braking deceleration of the vehicle, the auxiliary braking threshold of the vehicle is determined according to the speed of the vehicle at the current position, so as to call the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold.

[0087] Figure 2 A schematic diagram of a flow chart of a cruise brake control method embodiment 1 provided in the present application, such as Figure 2 As shown, the method comprises the following steps:

[0088] S201: Obtain the slope of the vehicle on N target sections, where the N target sections include: a plurality of continuous sub-sections divided from a current position to an Nth future position, N is an integer greater than or equal to 1, and the target section is a downhill section.

[0089] In the embodiment of the present application, the slope of the vehicle in N target sections is obtained by parsing the data sent by the map device. The N target sections include: multiple continuous sub-sections divided from the current position to the Nth future position, where the target section is a downhill section. The position of the 0th point is recorded as the current position of the vehicle. , the positions of the remaining N points from near to far are arrive , then the multiple continuous sub-segments are: to The road sections between to The sections between to The road sections between.

[0090] S202: For each target section, determine the coasting acceleration of the vehicle in the target section based on the external resistance encountered by the vehicle when coasting in the target section, and predict the starting speed of the vehicle in the next target section based on the coasting acceleration of the vehicle in the target section and the starting speed of the vehicle in the target section.

[0091] In an embodiment of the present application, for each target section, the gliding acceleration of the vehicle in the target section is first determined based on the external resistance encountered by the vehicle when gliding in the target section, and then the starting speed of the vehicle in the next target section is predicted based on the gliding acceleration of the vehicle in the target section and the starting speed of the vehicle in the target section.

[0092] Preferably, determining the sliding acceleration of the vehicle in the target section according to the external resistance encountered by the vehicle when sliding in the target section includes:

[0093] Calculate at least one external resistance of the vehicle when it is gliding in the target section, the at least one external resistance includes at least one of the following: ramp resistance, rolling resistance, air resistance, or gear reverse drag resistance, the ramp resistance is the product of gravity acceleration, mass of the vehicle and the sine value of the slope of the target section, the rolling resistance is the product of gravity acceleration, mass, cosine value of the slope and rolling resistance coefficient, the air resistance is the product of the square of the starting speed of the vehicle in the target section, air density, vehicle frontal area and air resistance coefficient, and the gear reverse drag resistance is the product of a preset calibration coefficient, a gearbox speed ratio and a rear axle speed ratio, divided by the wheel radius.

[0094] In the embodiment of the present application, when the vehicle is sliding in the target road section, it is subjected to at least one of the following external resistances: ramp resistance, rolling resistance, air resistance, or gear drag resistance. The calculation methods of ramp resistance, rolling resistance, air resistance, or gear drag resistance are respectively:

[0095] The slope resistance is the product of the acceleration due to gravity, the mass of the vehicle, and the sine of the slope of the target road segment:

[0096]

[0097] in, is the slope resistance, is the mass of the vehicle, is the acceleration due to gravity, is the slope of the target road section.

[0098] Rolling resistance is the product of the acceleration due to gravity, mass, the cosine of the slope, and the rolling resistance coefficient:

[0099]

[0100] in, is the rolling resistance, is the mass of the vehicle, is the acceleration due to gravity, is the slope of the target road section, is the rolling resistance coefficient.

[0101] Air resistance is the product of the square of the vehicle's starting speed on the target road section, air density, vehicle frontal area, and air resistance coefficient:

[0102]

[0103] in, is the air resistance, is the starting speed of the vehicle on the target road section, A is the air density, B is the frontal area of ​​the vehicle, is the air resistance coefficient.

[0104] The gear reverse drag resistance is the product of the preset calibration coefficient, the transmission ratio, and the rear axle ratio, and divided by the wheel radius:

[0105]

[0106] in, is the gear reverse drag resistance, is the preset calibration coefficient, Indicates the gearbox ratio, Represents the rear axle speed ratio, Indicates the wheel radius.

[0107] The resistance sum of the vehicle when coasting in the target road section is calculated according to at least one external resistance, and the coasting acceleration of the vehicle is determined according to the resistance sum.

[0108] In the embodiment of the present application, the resistance sum of the vehicle when sliding in the target road section is calculated according to at least one external resistance, and the sliding acceleration is calculated according to the resistance sum. For example, the sliding acceleration of the vehicle is calculated using slope resistance, rolling resistance, air resistance, and gear reverse drag resistance:

[0109]

[0110] in, is the sliding acceleration, is the slope resistance, is the rolling resistance, is the air resistance, is the gear reverse drag resistance, The quality of the vehicle.

[0111] For to The road section between , first calculate the external resistance of the vehicle when sliding in the target road section, and then determine the vehicle to The coasting acceleration in the section between to The coasting acceleration in the section between The starting speed at the position is predicted based on the kinematic equation. Starting speed at:

[0112]

[0113] in, for The starting speed at for The starting speed at is the sliding acceleration, is the position of the vehicle at n+1, is the position of the vehicle at location n.

[0114] S203: If the starting vehicle speed of at least one target road section is greater than or equal to a preset vehicle speed threshold, and the coasting acceleration of at least one target road section is greater than the maximum braking deceleration of the vehicle, the auxiliary braking threshold of the vehicle is determined according to the vehicle speed at the current position, so as to call the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold.

[0115] In an embodiment of the present application, if the starting vehicle speed of at least one target road section is greater than or equal to a preset vehicle speed threshold, and the coasting acceleration of at least one target road section is greater than the maximum braking deceleration of the vehicle, the auxiliary braking threshold of the vehicle is determined according to the vehicle speed at the current position, so as to call the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold.

[0116] In an embodiment of the present application, by acquiring the slope of the vehicle in N target sections, the N target sections include: multiple continuous sub-sections divided between the current position to the Nth future position, N is an integer greater than or equal to 1, and the target section is a downhill section. For each target section, the gliding acceleration of the vehicle in the target section is determined according to the external resistance encountered by the vehicle when gliding in the target section, and the starting speed of the vehicle in the next target section is predicted according to the gliding acceleration of the vehicle in the target section and the starting speed of the vehicle in the target section. If the starting speed of at least one target section is greater than or equal to a preset speed threshold, and the gliding acceleration of at least one target section is greater than the maximum braking deceleration of the vehicle, the auxiliary braking threshold of the vehicle is determined according to the speed of the vehicle at the current position, so as to call the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold. Compared with the prior art, in which cruise braking is performed according to threshold calibration, braking is performed only when the vehicle state exceeds the calibration threshold, resulting in untimely braking effect under complex road conditions, leading to increased accident risk. The present application obtains information about the vehicle on future roads, and then predicts the vehicle's coasting acceleration and starting speed in each target section. If the starting speed of at least one target section is greater than or equal to the preset speed threshold, the vehicle is braked. By comprehensively considering factors such as the vehicle's coasting acceleration, starting speed, and maximum braking deceleration, more accurate and advanced braking decisions are achieved, so that braking can be performed in time under complex road conditions to reduce accident risks.

[0117] Figure 3 A schematic diagram of a flow chart of a second embodiment of a cruise brake control method provided in this application, such as Figure 3 As shown in the above Figure 2 Based on the illustrated embodiment, a specific implementation method of determining the auxiliary braking threshold of the vehicle according to the vehicle speed at the current position in step S203 is:

[0118] S301: Obtain the braking margin, which is greater than 0.

[0119] In an embodiment of the present application, a braking margin is obtained, wherein the braking margin is greater than zero.

[0120] Preferably, a specific implementation method of obtaining the braking margin is:

[0121] The braking response time of the auxiliary braking system and the distance between the overspeeding section and the first section are obtained. The overspeeding section includes a target section where the starting vehicle speed is greater than or equal to a preset vehicle speed threshold and the coasting acceleration is greater than the maximum braking deceleration.

[0122] In the embodiment of the present application, when obtaining the braking margin, the braking response time of the auxiliary braking system is first obtained, and the braking response time refers to the time required from the auxiliary braking system receiving the braking command to the actual start of the braking effect. Then, the distance between the overspeeding section and the first section is obtained, wherein the overspeeding section refers to the target section where the starting speed of the section is greater than or equal to the preset speed threshold and the coasting acceleration is greater than the maximum braking deceleration.

[0123] The braking margin is determined according to the braking response time and the distance, and the braking margin is negatively correlated to the braking response time and positively correlated to the distance.

[0124] In an embodiment of the present application, the braking margin is determined based on the braking response time and the distance. The longer the braking response time, the farther the vehicle travels within the braking response time. Therefore, the braking margin is negatively correlated with the braking response time. The longer the distance between the speeding section and the first section, the more time and space the vehicle has to adjust its speed before reaching the speeding section. Therefore, the braking margin is positively correlated with the distance.

[0125] S302: The sum of the braking margin and the vehicle speed at the current position is used as the auxiliary braking threshold.

[0126] In the embodiment of the present application, the sum of the obtained braking margin and the vehicle speed at the current position is used as the auxiliary braking threshold.

[0127] In an embodiment of the present application, the braking margin is determined based on the braking response time of the auxiliary braking system and the distance between the overspeeding section and the first section, and then the sum of the braking margin and the vehicle speed at the current position is used as the auxiliary braking threshold. By introducing the braking margin, unnecessary braking operations can be reduced while ensuring driving safety, thereby improving driving comfort and stability.

[0128] Figure 4 A schematic diagram of a flow chart of a cruise brake control method embodiment 3 provided in this application, such as Figure 4 As shown in the above Figure 1 or Figure 2 Based on the embodiment shown, a specific implementation method of calling the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold in step S203 is:

[0129] S401: Continuously obtain the current speed of the vehicle.

[0130] In the embodiment of the present application, when the auxiliary braking system is called to brake the vehicle according to the auxiliary braking threshold, the current speed of the vehicle is continuously obtained.

[0131] S402: When the current vehicle speed is greater than or equal to the auxiliary braking threshold, the auxiliary braking system is called to brake the vehicle.

[0132] In the embodiment of the present application, when the current speed of the vehicle is greater than or equal to the auxiliary braking threshold, the auxiliary braking system is called to brake the vehicle. Optionally, the auxiliary braking system is an automatic emergency braking system or other forms of auxiliary braking devices.

[0133] In an embodiment of the present application, by continuously acquiring the current speed of the vehicle, when the current speed of the vehicle is greater than or equal to the auxiliary braking threshold, the auxiliary braking system is called to brake the vehicle, so that braking can be intervened in time before the speed reaches a dangerous level. Especially in complex road conditions such as downhill, the timely intervention of the auxiliary braking system can significantly improve driving safety and avoid the occurrence of traffic accidents.

[0134] Figure 5 A flowchart of a fourth embodiment of a cruise brake control method provided by the present application is shown in FIG. Figure 5 As shown in the above Figure 4 Based on the embodiment shown, after step S402, the following steps are further included:

[0135] S501: Determine a braking stop threshold according to the auxiliary braking threshold, where the braking stop threshold is less than the auxiliary braking threshold.

[0136] In an embodiment of the present application, when the current vehicle speed is greater than or equal to the auxiliary braking threshold, after the auxiliary braking system is called to brake the vehicle, the braking stop threshold is determined based on the auxiliary braking threshold. For example, the braking stop threshold is the auxiliary braking threshold minus the braking margin, and the braking stop threshold is less than the auxiliary braking threshold.

[0137] S502: When the current vehicle speed is less than or equal to the auxiliary stop threshold, stop braking the vehicle.

[0138] In the embodiment of the present application, the current speed of the vehicle is continuously detected, and when the current speed is less than or equal to the auxiliary stop threshold, braking of the vehicle is stopped.

[0139] In an embodiment of the present application, the braking stop threshold is determined based on the auxiliary braking threshold, the braking stop threshold is less than the auxiliary braking threshold, and when the current vehicle speed is greater than or equal to the auxiliary braking threshold, after the auxiliary braking system is called to brake the vehicle, the vehicle's current speed is continuously monitored to see if it is less than or equal to the auxiliary stop threshold. When the current vehicle speed is less than or equal to the auxiliary stop threshold, braking of the vehicle is stopped to ensure that the braking operation is stopped in time when the vehicle speed is reduced to a safe level, thereby avoiding discomfort or bumps in the vehicle due to excessive deceleration.

[0140] Figure 6 A flowchart of a cruise brake control method embodiment 5 provided in this application is shown in FIG. Figure 6 As shown in the above Figure 5Based on the embodiment shown, after step S502, the following steps are further included:

[0141] S601: Determine whether the vehicle is still on a downhill section.

[0142] In the embodiment of the present application, after stopping braking the vehicle, it is determined whether the vehicle is still on a downhill section.

[0143] S602: If the vehicle is on a downhill section, determine the current braking effect of the vehicle, and adjust N according to the current braking effect to return to the step of obtaining the slope of the vehicle on N target sections.

[0144] In an embodiment of the present application, if the vehicle is still on a downhill section, the braking effect of the vehicle can be comprehensively determined based on parameters such as the change in vehicle speed, braking time, and braking distance during the braking process, and N can be adjusted based on the braking effect. Then, the step of obtaining the slope of the vehicle in N target sections is returned to repeatedly determine whether auxiliary braking is needed.

[0145] Preferably, a specific implementation method of adjusting N according to the braking effect is:

[0146] When the deceleration degree included in the braking effect is greater than or equal to the preset deceleration degree, N is reduced.

[0147] In an embodiment of the present application, if the deceleration degree in this braking effect is greater than or equal to the preset deceleration threshold, it means that the braking effect is good and the vehicle can effectively decelerate on the downhill section. At this time, N can be reduced, that is, the number of target sections that need to obtain slope information next can be reduced.

[0148] When the deceleration degree included in the braking effect this time is less than the preset deceleration degree, N is increased.

[0149] In an embodiment of the present application, if the deceleration degree in this braking effect is less than the preset deceleration degree, it means that the braking effect is not ideal and the vehicle may not decelerate enough on the downhill section. At this time, it is necessary to increase N, that is, increase the number of target sections for which slope information needs to be obtained next, so as to have a more comprehensive understanding of the slope of the downhill section and make more accurate braking decisions.

[0150] In an embodiment of the present application, after stopping braking the vehicle, it is still determined whether the vehicle is still in a downhill section. If the vehicle is in a downhill section, the braking effect of the vehicle is determined, and N is adjusted according to the braking effect to return to the step of obtaining the slope of the vehicle in N target sections. The N value is dynamically adjusted according to the braking effect. When the deceleration degree included in the braking effect is greater than or equal to the preset deceleration degree, N is reduced, that is, the number of target sections that need to obtain slope information next is reduced. Reducing the amount of data that needs to be processed can increase the processing speed of the system and make the system respond faster. When the deceleration degree included in the braking effect is less than the preset deceleration degree, N is increased. Increasing the acquisition of slope information helps the system to promptly detect potential safety risks and take corresponding braking measures to avoid vehicle speeding or loss of control.

[0151] Figure 7 A flowchart of a cruise brake control method embodiment 6 provided in this application is shown in FIG. Figure 7 As shown in the above Figure 2 or Figure 3 Based on the illustrated embodiment, the process of determining the maximum braking deceleration in step S203 includes:

[0152] S701: Determine the maximum available torque of each auxiliary braking system according to braking parameters of at least one auxiliary braking system on the vehicle, the braking parameters including: maximum braking torque and maximum available ratio, the maximum available torque being the product of the maximum braking torque and the maximum available ratio.

[0153] In an embodiment of the present application, the maximum available torque of each auxiliary braking system is determined based on the braking parameters of at least one auxiliary braking system on the vehicle, and the braking parameters include: maximum braking torque and maximum available ratio, and the maximum available torque is the product of the maximum braking torque and the maximum available ratio.

[0154] For example, the auxiliary braking system is an in-cylinder brake with a maximum braking torque of , the maximum available ratio is ; The auxiliary braking system is a hydraulic retarder with a maximum braking torque of , the maximum available ratio is The maximum available torque for engine cylinder braking is: , the maximum available torque of the hydraulic retarder is:

[0155] S702: According to the type of each auxiliary braking system, convert the maximum available torque of the auxiliary braking system into the maximum wheel torque of the auxiliary braking system.

[0156] In the embodiment of the present application, the maximum available torque of the auxiliary braking system is converted into the maximum wheel torque of the auxiliary braking system according to the type of each auxiliary braking system. Wherein, the engine cylinder braking acts on the engine section, and the maximum available torque of the engine cylinder braking is converted into the maximum wheel torque of the engine cylinder braking, which needs to be multiplied by the gearbox ratio. and rear axle ratio ; The hydraulic retarder brake acts on the output shaft end of the gearbox, converting the maximum available torque of the hydraulic retarder brake into the maximum wheel torque of the hydraulic retarder brake, which needs to be multiplied by the rear axle speed ratio .

[0157] S703: Determine the sum of the maximum wheel torques of the auxiliary braking systems as the maximum auxiliary braking torque of the vehicle, and convert the maximum auxiliary braking torque into the maximum braking deceleration of the vehicle according to the wheel radius and the mass of the vehicle.

[0158] In an embodiment of the present application, the sum of the maximum wheel torques of each auxiliary braking system is determined as the maximum auxiliary braking torque of the vehicle, and the maximum auxiliary braking torque is converted into the maximum braking deceleration of the vehicle based on the wheel radius and the mass of the vehicle.

[0159] For example, when the auxiliary braking system is the engine cylinder brake and hydraulic retarder, the maximum braking deceleration of the vehicle is:

[0160] .

[0161] in, is the maximum braking deceleration of the vehicle, is the maximum wheel torque of the engine cylinder brake, is the maximum wheel torque of hydraulic retarder braking, r is the wheel radius, and m is the mass of the vehicle.

[0162] In an embodiment of the present application, the maximum available torque of each auxiliary braking system is determined according to the braking parameters of at least one auxiliary braking system on the vehicle, and according to the type of each auxiliary braking system, the maximum available torque of the auxiliary braking system is converted into the maximum wheel torque of the auxiliary braking system, the sum of the maximum wheel torques of each auxiliary braking system is determined as the maximum auxiliary braking torque of the vehicle, and according to the wheel radius of the vehicle and the mass of the vehicle, the maximum auxiliary braking torque is converted into the maximum braking deceleration of the vehicle. Different auxiliary braking systems differ in braking effect and energy consumption. By comprehensively considering the braking capabilities of different auxiliary braking systems and calculating the maximum braking deceleration based on the wheel radius and the mass of the vehicle, more accurate braking decisions can be made in actual driving, thereby improving braking effect and safety.

[0163] Figure 8This is a schematic diagram of the structure of a cruise brake control device provided in an embodiment of the present application. The cruise brake control device provided in the present application includes: an acquisition module 801 and a processing module 802; wherein,

[0164] The acquisition module 801 is used to obtain the slope of the vehicle in N target sections, where the N target sections include: multiple continuous sub-sections divided between the current position and the Nth future position, N is an integer greater than or equal to 1, and the target section is a downhill section; the processing module 802 is used to determine, for each target section, the sliding acceleration of the vehicle in the target section according to the external resistance encountered by the vehicle when sliding in the target section, and predict the starting speed of the vehicle in the next target section according to the sliding acceleration of the vehicle in the target section and the starting speed of the vehicle in the target section; if the starting speed of at least one target section is greater than or equal to a preset speed threshold, and the sliding acceleration of at least one target section is greater than the maximum braking deceleration of the vehicle, the processing module 802 is also used to determine the auxiliary braking threshold of the vehicle according to the speed of the vehicle at the current position, so as to call the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold.

[0165] The cruise brake control device provided in this embodiment can execute the method provided in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be described in detail here.

[0166] Fig. 9 This is a schematic diagram of the structure of the electronic device provided in this application. Fig. 9 As shown, the electronic device 9 provided in this embodiment includes: at least one processor 901 and a memory 902. Optionally, the device 9 also includes a communication component 903. The processor 901, the memory 902 and the communication component 903 are connected via a bus 904.

[0167] In a specific implementation process, at least one processor 901 executes the computer execution instructions stored in the memory 902, so that at least one processor 901 executes the above method.

[0168] The specific implementation process of the processor 901 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0169] In the above embodiments, it should be understood that the processor can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the invention can be directly implemented as a hardware processor, or can be implemented by a combination of hardware and software modules in the processor.

[0170] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (NVM), such as at least one disk storage.

[0171] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of this application is not limited to only one bus or one type of bus.

[0172] The present application also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0173] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0174] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0175] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0176] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0177] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0178] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0179] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0180] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0181] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A cruise brake control method, characterized in that: include: Obtaining the slope of the vehicle on N target sections, the N target sections comprising: a plurality of continuous sub-sections divided between a current position and an Nth future position, N being an integer greater than or equal to 1, and the target section being a downhill section; For each of the target sections, determining the coasting acceleration of the vehicle in the target section according to the external resistance encountered by the vehicle when coasting in the target section, and predicting the starting speed of the vehicle in the next target section according to the coasting acceleration of the vehicle in the target section and the starting speed of the vehicle in the target section; If the starting vehicle speed of at least one of the target road sections is greater than or equal to a preset vehicle speed threshold, and the coasting acceleration of at least one of the target road sections is greater than the maximum braking deceleration of the vehicle, the auxiliary braking threshold of the vehicle is determined according to the vehicle speed at the current position, so as to call the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold.

2. The method according to claim 1, characterized in that The step of determining the auxiliary braking threshold of the vehicle according to the speed of the vehicle at the current position includes: Obtaining a braking margin, where the braking margin is greater than 0; The sum of the braking margin and the vehicle speed at the current position is used as the auxiliary braking threshold.

3. The method according to claim 2, characterized in that The step of obtaining the braking margin comprises: Acquire the braking response time of the auxiliary braking system and the distance between the overspeed section and the first section, wherein the overspeed section includes a target section where the starting vehicle speed is greater than or equal to a preset vehicle speed threshold and the coasting acceleration is greater than the maximum braking deceleration; The braking margin is determined according to the braking response time and the distance, wherein the braking margin is negatively correlated to the braking response time and positively correlated to the distance.

4. The method according to any one of claims 1 to 3, characterized in that The calling of the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold comprises: Continuously obtaining the current speed of the vehicle; When the current vehicle speed is greater than or equal to the auxiliary braking threshold, the auxiliary braking system is called to brake the vehicle.

5. The method according to claim 4, characterized in that After calling the auxiliary braking system to brake the vehicle, the method further includes: determining a braking stop threshold according to the auxiliary braking threshold, wherein the braking stop threshold is less than the auxiliary braking threshold; When the current vehicle speed is less than or equal to the auxiliary stop threshold, braking the vehicle is stopped.

6. The method according to claim 5, characterized in that After stopping braking the vehicle, the method further comprises: determining whether the vehicle is still on a downhill section; If the vehicle is on the downhill section, the braking effect of the vehicle is determined, and N is adjusted according to the braking effect, so as to return to the step of obtaining the slope of the vehicle in N target sections.

7. The method according to claim 6, characterized in that The adjusting N according to the braking effect of this time includes: When the deceleration degree included in the braking effect is greater than or equal to the preset deceleration degree, reducing N; When the deceleration degree included in the braking effect of this time is less than the preset deceleration degree, N is increased.

8. The method according to any one of claims 1 to 3, characterized in that The process of determining the maximum braking deceleration includes: Determining the maximum available torque of each auxiliary braking system according to a braking parameter of at least one auxiliary braking system on the vehicle, wherein the braking parameter comprises: a maximum braking torque and a maximum available ratio, wherein the maximum available torque is the product of the maximum braking torque and the maximum available ratio; converting the maximum available torque of each auxiliary braking system into the maximum wheel torque of the auxiliary braking system according to the type of each auxiliary braking system; The sum of the maximum wheel torques of the auxiliary braking systems is determined as the maximum auxiliary braking torque of the vehicle, and the maximum auxiliary braking torque is converted into the maximum braking deceleration of the vehicle according to the wheel radius of the vehicle and the mass of the vehicle.

9. The method according to any one of claims 1 to 3, characterized in that The step of determining the coasting acceleration of the vehicle in the target road section according to the external resistance encountered by the vehicle when coasting in the target road section comprises: Calculating at least one external resistance when the vehicle is sliding in the target section, the at least one external resistance comprising at least one of the following: ramp resistance, rolling resistance, air resistance, or gear reverse drag resistance, the ramp resistance being the product of gravity acceleration, the mass of the vehicle and the sine value of the slope of the target section, the rolling resistance being the product of gravity acceleration, the mass, the cosine value of the slope and a rolling resistance coefficient, the air resistance being the product of the square of the starting speed of the vehicle in the target section, air density, the frontal area of ​​the vehicle and the air resistance coefficient, and the gear reverse drag resistance being the product of a preset calibration coefficient, a gearbox speed ratio and a rear axle speed ratio, and divided by a wheel radius; The resistance sum of the vehicle when coasting in the target road section is calculated according to the at least one external resistance, and the coasting acceleration of the vehicle is determined according to the resistance sum.

10. A cruise brake control device, characterized in that: include: An acquisition module, used for acquiring the slope of the vehicle on N target sections, wherein the N target sections include: a plurality of continuous sub-sections divided between a current position and an Nth future position, N is an integer greater than or equal to 1, and the target section is a downhill section; a processing module, configured to determine, for each target road section, a coasting acceleration of the vehicle in the target road section according to an external resistance encountered by the vehicle when coasting in the target road section, and predict a starting speed of the vehicle in the next target road section according to the coasting acceleration of the vehicle in the target road section and a starting speed of the vehicle in the target road section; If the starting vehicle speed of at least one of the target road sections is greater than or equal to a preset vehicle speed threshold, and the coasting acceleration of at least one of the target road sections is greater than the maximum braking deceleration of the vehicle, the processing module is further used to determine the auxiliary braking threshold of the vehicle according to the vehicle speed at the current position, so as to call the auxiliary braking system to brake the vehicle according to the auxiliary braking threshold.

11. An electronic device, characterized in that: include: Memory, processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method according to any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 9 when executed by a processor.

13. A computer program product, characterized in that The invention comprises a computer program, which implements the method according to any one of claims 1 to 9 when being executed by a processor.

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