Brake control method and related device

Abstract

The braking control method comprises the steps that the speed and the required braking force of a vehicle are obtained; target braking force is determined according to the vehicle speed and the required braking force; according to the target braking force, first execution braking force and second execution braking force are determined, the first execution braking force is provided by energy recovery, and the second execution braking force is provided by a braking system. According to the braking control method, the target braking force for achieving comfortable braking can be determined, additional braking force is provided in an energy recovery mode so as to meet the target braking force, the workload based on the braking system is shared, and a guarantee is provided for achieving comfortable braking. Related devices are also provided.

Description

A braking control method and related device Technical Field

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

[0002] When the user brakes or the intelligent driving system brakes the vehicle, the vehicle will typically experience a "nodding / jerk" phenomenon. This jerking is particularly noticeable when the vehicle is about to stop. Optimizations to the vehicle's powertrain or suspension system are often employed to mitigate this "nodding / jerk" phenomenon, but it cannot be completely avoided.

[0003] In order to further avoid the "nodding / jerk" phenomenon of the vehicle during braking and achieve a comfortable braking effect, when driving the vehicle, even if the vehicle is in intelligent driving mode, it is difficult to avoid the "nodding / jerk" phenomenon of the vehicle during braking when the vehicle is at a low speed or braking to stop.

[0004] Therefore, how to avoid the "nodding / stuttering" phenomenon of the vehicle during braking through reasonable braking control methods to achieve comfortable braking is an urgent problem that needs to be solved.

[0005] Summary of the Invention

[0006] The present application provides a braking control method and related device that achieves comfortable braking and avoids the phenomenon of jerking and nodding caused by braking. The braking control method provided in the present application provides energy recovery and works in conjunction with the vehicle's braking system to achieve comfortable braking. This improves the comfort of the braking process without increasing the braking distance or the risk of collision.

[0007] In a first aspect, a braking control method is provided, the method comprising: obtaining a vehicle speed and a required braking force; determining a target braking force based on the vehicle speed and the required braking force; wherein, from a first moment to a second moment, the target braking force first changes to a first threshold value and then changes to a second threshold value; the first threshold value is greater than the required braking force, and the second threshold value is less than the required braking force; the above-mentioned first moment is a moment when the vehicle speed is equal to a first speed; the above-mentioned second moment is a moment when the vehicle speed is equal to a second speed; and based on the above-mentioned target braking force, determining a first execution braking force and a second execution braking force, the first execution braking force being provided by energy recovery, and the second execution braking force being provided by a braking system.

[0008] For example, the required braking force may be obtained based on user input, or the required braking force may also be obtained based on an intelligent driving system (eg, an automatic driving system or a driving assistance system).

[0009] The user may be the driver of the vehicle, or a passenger of the vehicle, or further, an authorized passenger in the vehicle, who has the authority to instruct the vehicle to brake. Furthermore, the braking force may be a braking torque, acceleration, or the like in a broad sense.

[0010] For example, the first threshold value may be positively correlated with the required braking force; the first threshold value may also be positively correlated with the vehicle speed.

[0011] For example, the expected braking distance can also be determined based on the vehicle speed, required braking force, and a preset comfortable braking time. When an obstacle exists ahead of the vehicle and the determined braking distance is greater than the current distance between the vehicle and the obstacle, the required braking force is determined based on the distance between the vehicle and the obstacle and the vehicle speed, thereby re-determining the target braking force or the target braking force change trend. For example, the second speed can be zero, or other speeds, such as a speed close to zero, such as 5 km / h.

[0012] For example, there is a moment between the first moment and the second moment, at which the target braking force is equal to the required braking force, and after this moment, the target braking force gradually decreases to the second threshold.

[0013] For example, the above-mentioned action of determining the target braking force based on the vehicle speed and the required braking force is performed at all times. Based on the currently determined target braking force, the target braking force at a certain moment thereafter can be further determined. Furthermore, the basic change trend of the target braking force can also be determined.

[0014] For example, vehicle braking is divided into normal braking and comfort braking; among them, normal braking is prone to "nodding / stuttering" phenomenon during vehicle braking, while comfort braking is the braking taken by the braking control method proposed in the embodiment of the present application.

[0015] Based on the above technical solution, as the target braking force first increases and then decreases, the force generated by the vehicle suspension during deceleration that can cause the vehicle to nod / jerk can be gradually consumed, thereby effectively reducing the phenomenon of the vehicle nodding / jerking during braking. Moreover, since the target braking force first increases and then decreases, the corresponding vehicle braking deceleration value also first increases and then decreases. From this change trend, it can be seen that compared with ordinary braking methods with smaller deceleration changes, this solution can achieve comfortable braking without increasing the braking distance. In addition, additional braking force is provided by energy recovery to share the workload based on the braking system, providing a guarantee for achieving comfortable braking.

[0016] In combination with the first aspect, in certain implementations of the first aspect, after the second moment, the target braking force becomes a third threshold value, and the third threshold value is the braking force required to maintain the vehicle stationary.

[0017] For example, the third threshold value can be greater than the third threshold value, or greater than 0 and less than the third threshold value, as long as the vehicle can maintain the parking state based on the third threshold value.

[0018] Based on the above technical solution, when the vehicle is stationary or approaching a stationary state, the vehicle can automatically park based on the corresponding braking force, thereby preventing the vehicle from "rolling" and other phenomena. In addition, while reducing power consumption, it can also reduce the loss of vehicle components, such as the loss of the motor.

[0019] In combination with the first aspect, in certain implementations of the first aspect, the vehicle is controlled to perform parking braking based on the method.

[0020] For example, the above method may be executed by a braking system of a vehicle to perform the above parking brake process.

[0021] In combination with the first aspect, in certain implementations of the first aspect, the sum of the first execution braking force and the second execution braking force is equal to the target braking force.

[0022] In combination with the first aspect, in certain implementations of the first aspect, before the first moment, or when the vehicle speed is greater than or equal to the first vehicle speed, the second execution braking force is configured to be 0, and the first execution braking force is configured to be equal to the target braking force.

[0023] In combination with the first aspect, in certain implementations of the first aspect, when the vehicle speed is less than or equal to the second vehicle speed, or when the vehicle is unable to perform energy recovery braking, the first execution braking force is configured to be 0, and the second execution braking force is configured to be equal to the target braking force.

[0024] For example, the first vehicle speed may be a condition for braking through energy recovery. For example, when the vehicle is at 30 kph, it may be able to brake through the anti-drag braking force generated by the engine. At this time, the braking force provided by energy recovery is sufficient to meet the target braking force, so the braking force in the second execution may be configured to be 0.

[0025] Based on the above technical solution, by combining energy recovery braking with the braking system and configuring the first and second braking forces in real time according to the vehicle speed, a guarantee is provided for achieving comfortable braking of the vehicle.

[0026] In combination with the first aspect, in certain implementations of the first aspect, the target braking force is determined based on information about a correspondence between the vehicle speed, the required braking force, and the target braking force.

[0027] Based on the above technical solution and based on various data, the target braking force is jointly determined to ensure that the first execution braking force and the second execution braking force can be reasonably configured in the future, further providing a guarantee for achieving comfortable vehicle braking.

[0028] In combination with the first aspect, in certain implementations of the first aspect, the above-mentioned correspondence information includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target braking force from the first moment to the second moment.

[0029] For example, the preset curve information is a curve of target braking forces corresponding to multiple moments determined during the vehicle braking period, and the preset correspondence table information records the correspondence between the target braking forces corresponding to multiple moments during the vehicle braking period.

[0030] Based on the above technical solution, the change trend of the above target braking force can be more intuitively presented through preset curve information or preset correspondence table information, which facilitates providing users with a visualized change trend of the second required braking force.

[0031] In combination with the first aspect, in certain implementations of the first aspect, it is determined that the current vehicle meets a first condition, and the first condition includes at least one of the following: the vehicle's braking deceleration is within a first preset range, the vehicle speed is lower than a preset speed, the distance between the vehicle and the obstacle is greater than or equal to a preset distance, the vehicle's pedal stroke is within a second preset range, and the vehicle's pedal stroke change rate is within a third preset range.

[0032] For example, the numerical value corresponding to the deceleration mentioned in the embodiments of the present application refers to a scalar value.

[0033] For example, the first condition may include, in addition to the above information, the following information: the vehicle's front axle suspension height is lower than the vehicle's rear axle suspension height, the traffic light in front of the vehicle is red, there is a sidewalk in front of the vehicle, etc. The four-wheel active suspension height refers to the height of the active suspension on the four wheels from the ground.

[0034] For example, the first preset interval, the second preset interval, the third preset interval, the preset distance, and the preset speed may be set for different vehicles and different driving environments.

[0035] Based on the above technical solution, due to the particularity of comfort braking, it needs to be completed under certain conditions, avoiding the corresponding safety hazards caused by still using comfort braking in emergency situations, thereby increasing the safety of comfort braking.

[0036] For example, during vehicle braking, if another target object is detected in front of the vehicle, and if it is determined that the current vehicle still meets the first condition, the target braking force is re-determined based on the current vehicle speed and the required braking force.

[0037] For example, if another object suddenly appears in front of the vehicle and an emergency occurs in the cab, to ensure the safety of the user, passengers, and other objects on the road, comfort braking operations must be stopped and braking authority must be fully transferred to the user. Of course, even if another object suddenly appears in front of the vehicle, if the vehicle still meets the first condition, it indicates that the current driving environment is still good, and there is no need to stop comfort braking operations at this time; only the target braking force needs to be re-determined. Based on this technical solution, if the vehicle's driving environment changes during comfort braking, by reconfirming whether the vehicle still meets the first condition, the target braking force is re-planned if the vehicle still meets the first condition. This avoids traffic accidents caused by the inability to make emergency avoidance due to comfort braking in the event of an emergency during comfort braking. This further improves the safety of comfort braking.

[0038] In combination with the first aspect, in certain implementations of the first aspect, when the difference between the first braking distance and the second braking distance is greater than a first distance threshold, or when the difference between the third braking distance and the first braking distance is less than a second distance threshold, vehicle braking is controlled according to the second target braking force; wherein the first braking distance is calculated based on the target braking torque and vehicle speed, the second braking distance is calculated based on the required braking force and vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle.

[0039] For example, when the difference between the first braking distance and the second braking distance is greater than a first distance threshold, or when the difference between the third braking distance and the first braking distance is less than a second distance threshold, it can be collectively referred to as the vehicle being in an under-braking state.

[0040] For example, the second target braking force is determined based on the current vehicle driving environment, such as the current vehicle speed, the required braking force, and the first distance threshold or the second distance threshold. Because the previously determined target braking force puts the vehicle in an under-braking state, the second target braking force is greater than the target braking force.

[0041] Based on the above technical solution, the under-braking situation of the vehicle can be effectively avoided, the braking distance can be reduced, and the risk of collision with obstacles in front of the vehicle can be effectively reduced, thereby ensuring the driving safety of vehicle users.

[0042] In combination with the first aspect, in certain implementations of the first aspect, the braking system includes a hydraulic braking system, an electronic parking brake system EPB, and an electronic mechanical braking system EMB.

[0043] Based on the above technical solution, the method can be applied to a variety of braking systems and has strong applicability and compatibility.

[0044] In a second aspect, a braking control device is provided, which includes: an acquisition unit for acquiring the vehicle speed and required braking force of the vehicle; a determination unit for determining a target braking force based on the vehicle speed and the required braking force; wherein, from the first moment to the second moment, the target braking force first becomes a first threshold value and then becomes a second threshold value; the first threshold value is greater than the required braking force, and the second threshold value is less than the required braking force; the first moment is when the above-mentioned vehicle speed is equal to the first speed; the second moment is when the above-mentioned vehicle speed is equal to the second speed; according to the target braking force, a first execution braking force and a second execution braking force are determined, the first execution braking force is provided by energy recovery, and the second execution braking force is provided by the braking system.

[0045] Based on the above technical solution, as the target braking force first increases and then decreases, the force generated by the vehicle suspension during deceleration that can cause the vehicle to nod / jerk can be gradually consumed, thereby effectively reducing the phenomenon of the vehicle nodding / jerking during braking. Moreover, since the target braking force first increases and then decreases, the corresponding vehicle braking deceleration value also first increases and then decreases. From this change trend, it can be seen that compared with ordinary braking methods with smaller deceleration changes, this solution can achieve comfortable braking without increasing the braking distance. In addition, additional braking force is provided by energy recovery to share the workload based on the braking system, providing a guarantee for achieving comfortable braking.

[0046] In combination with the second aspect, in certain implementations of the second aspect, after the second moment, the target braking force becomes a third threshold value, and the third threshold value is the braking force required to maintain the vehicle stationary.

[0047] For example, the third threshold value can be greater than the third threshold value, or greater than 0 and less than the third threshold value, as long as the vehicle can maintain the parking state based on the third threshold value.

[0048] Based on the above technical solution, when the vehicle is stationary or approaching a stationary state, the vehicle can automatically park based on the corresponding braking force, thereby preventing the vehicle from "rolling" and other phenomena. In addition, while reducing power consumption, it can also reduce the loss of vehicle components, such as the loss of the motor.

[0049] In combination with the second aspect, in certain implementations of the second aspect, the apparatus further includes: a control unit configured to control the vehicle to perform parking braking.

[0050] In combination with the second aspect, in certain implementations of the second aspect, the sum of the first execution braking force and the second execution braking force is equal to the target braking force.

[0051] In combination with the second aspect, in certain implementations of the second aspect, before the first moment, or when the vehicle speed is greater than or equal to the first vehicle speed, the second execution braking force is configured to be 0, and the first execution braking force is configured to be equal to the target braking force.

[0052] In combination with the second aspect, in certain implementations of the second aspect, when the vehicle speed is less than or equal to the second vehicle speed, or when the vehicle is unable to perform energy recovery braking, the first execution braking force is configured to be 0, and the second execution braking force is configured to be equal to the target braking force.

[0053] Based on the above technical solution, by combining energy recovery braking with the braking system and configuring the first and second braking forces in real time according to the vehicle speed, a guarantee is provided for achieving comfortable braking of the vehicle.

[0054] In combination with the second aspect, in certain implementations of the second aspect, the determination unit is specifically configured to determine the target braking force based on information on a correspondence between the vehicle speed, the required braking force, and the target braking force.

[0055] Based on the above technical solution, the determination unit jointly determines the target braking force based on multiple data to ensure that the first execution braking force and the second execution braking force can be reasonably configured subsequently, further providing a guarantee for achieving comfortable vehicle braking.

[0056] In combination with the second aspect, in certain implementations of the second aspect, the above-mentioned correspondence information includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target braking force from the first moment to the second moment.

[0057] Based on the above technical solution, the change trend of the above target braking force can be more intuitively presented through preset curve information or preset correspondence table information, which facilitates providing users with a visualized change trend of the second required braking force.

[0058] In combination with the second aspect, in certain implementations of the second aspect, the above-mentioned determination unit is also used to: determine whether the current vehicle meets the first condition, the first condition including at least one of the following: the vehicle braking deceleration is within a first preset range, the vehicle speed is lower than a preset speed, the distance between the vehicle and the obstacle is greater than or equal to a preset distance, the vehicle's pedal stroke is within a second preset range, and the vehicle's pedal stroke change rate is within a third preset range.

[0059] Based on the above technical solution, due to the particularity of comfort braking, it needs to be completed under certain conditions, avoiding the corresponding safety hazards caused by still using comfort braking in emergency situations, thereby increasing the safety of comfort braking.

[0060] In combination with the second aspect, in certain implementations of the second aspect, the above-mentioned control unit is further used to: when the difference between the first braking distance and the second braking distance is greater than the first distance threshold, or when the difference between the third braking distance and the first braking distance is less than the second distance threshold, control the vehicle braking according to the second target braking force; wherein the first braking distance is calculated based on the target braking torque and vehicle speed, the second braking distance is calculated based on the required braking force and vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle.

[0061] Based on the above technical solution, the under-braking situation of the vehicle can be effectively avoided, the braking distance can be reduced, and the risk of collision with obstacles in front of the vehicle can be effectively reduced, thereby ensuring the driving safety of vehicle users.

[0062] In combination with the second aspect, in certain implementations of the second aspect, the braking system includes a hydraulic braking system, an electronic parking brake system EPB, and an electronic mechanical braking system EMB.

[0063] Based on the above technical solution, the method can be applied to a variety of braking systems and has strong applicability and compatibility.

[0064] In a third aspect, a braking control device is provided, comprising a processor and a memory, wherein the processor and the memory are connected, wherein the memory is used to store program code, and the processor is used to call the program code to execute a method in any possible implementation of the method design of the first aspect above.

[0065] In a fourth aspect, a chip system is provided, which is applied to an electronic device; the chip system includes one or more interface circuits and one or more processors; the interface circuit and the processor are interconnected through lines; the interface circuit is used to receive signals from the memory of the electronic device and send signals to the processor, and the signals include computer instructions stored in the memory; when the processor executes the computer instructions, the electronic device executes the method in any possible implementation of the method design of the first aspect above.

[0066] In a fifth aspect, a computer-readable storage medium is provided, storing a computer program or instruction, which is used to implement the method in any possible implementation manner in the method design of the first aspect.

[0067] In a sixth aspect, a computer program product is provided. When the computer program code or instructions are executed on a computer, the computer executes a method in any possible implementation of the method design of the first aspect.

[0068] In the seventh aspect, an embodiment of the present application provides an integrated booster, which includes a pedal travel sensor, a brake master cylinder, a motor, a push rod mechanism, and a method for executing any possible implementation of the method design of the first aspect.

[0069] In an eighth aspect, an embodiment of the present application provides a braking system comprising a brake pedal, a brake actuator, a brake fluid pipe, and the integrated booster described in the seventh aspect.

[0070] In the ninth aspect, an embodiment of the present application provides a vehicle, which includes a braking control device as in any possible implementation of the second aspect or the third aspect, or an integrated booster as in any possible implementation of the seventh aspect, or a braking system as in any possible implementation of the eighth aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0071] FIG1 is a schematic diagram of an electronic hydraulic brake system provided in an embodiment of the present application.

[0072] FIG2 is a flow chart of a braking control method provided in an embodiment of the present application.

[0073] FIG3 is a parameter change trend diagram of a braking control method provided in an embodiment of the present application.

[0074] FIG4 is a flow chart of another braking control method provided in an embodiment of the present application.

[0075] FIG5 is a schematic structural diagram of a brake control device 500 provided in an embodiment of the present application.

[0076] FIG6 is a schematic block diagram of a brake control device 600 provided in an embodiment of the present application.

[0077] FIG7 is a schematic structural diagram of a brake control device 700 provided in an embodiment of the present application. DETAILED DESCRIPTION

[0078] The technical solutions in the embodiments of the present application will be described below with reference to the accompanying drawings.

[0079] The mobile carriers involved in this application may include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, the mobile carrier may be a vehicle, which is a vehicle in a broad sense, and may be a vehicle (such as a commercial vehicle, a passenger car, a motorcycle, a flying car, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), agricultural equipment (such as a lawn mower, a harvester, etc.), amusement equipment, a toy vehicle, etc. The embodiments of this application do not specifically limit the type of vehicle. For another example, the mobile carrier may be a vehicle such as an airplane or a ship.

[0080] For ease of understanding, the embodiments of the present application are described accordingly using an ordinary car as an example.

[0081] The braking system is one of the core control systems of a vehicle, used to achieve longitudinal control of the vehicle, slowing it down or maintaining a certain speed.

[0082] FIG1 shows a schematic diagram of an electro hydraulic brake (EHB) system.

[0083] The brake system includes a brake pedal 101 , an integrated booster 102 , brake actuators ( 103 - 1 , 103 - 2 , 103 - 3 , 103 - 4 ) and a brake fluid pipe 104 .

[0084] The integrated booster 102 is the core component of the braking system, integrating an electronic control unit (ECU), a pedal travel sensor, a master cylinder, a motor, and a push rod mechanism. The brake pedal 101 is rigidly connected to the integrated booster 102 via the push rod mechanism. The integrated booster 102 is connected to the wheel-mounted brake actuators (103-1, 103-2, 103-3, and 103-4) via brake fluid pipes 104.

[0085] During braking, the user depresses brake pedal 101, causing the push rod mechanism of integrated booster 102 to displace. The pedal travel sensor detects this displacement and sends a displacement signal to the ECU. The ECU calculates the torque to be generated by the motor, which is then converted into braking force by the motor's transmission mechanism. This braking force, combined with the push rod force generated by the push rod mechanism through brake pedal 101, acts on the master cylinder, where it is converted into hydraulic pressure. The hydraulically pressurized brake fluid flows through brake fluid pipe 104 and acts on brake actuators (103-1, 103-2, 103-3, and 103-4), achieving braking.

[0086] However, when braking a vehicle based on the above-mentioned EHB system, it is difficult to avoid the vehicle's "nodding / stuttering" phenomenon during braking. In order to achieve comfortable braking of the vehicle, users generally deliberately reduce the braking pressure, but this will inevitably increase the braking distance and even cause the risk of vehicle collision.

[0087] In view of this, an embodiment of the present application proposes a braking control method, which achieves comfortable braking through energy recovery combined with a braking system. It can improve the comfort of the braking process without increasing the braking distance and avoiding the risk of collision, and avoid the phenomenon of "nodding / stumbling" of the vehicle during braking.

[0088] FIG2 shows a flow chart of a braking control method proposed in an embodiment of the present application.

[0089] S210: Obtain the vehicle speed and required braking force.

[0090] In some possible embodiments, the required braking force is obtained based on user input, or the required braking force is obtained based on an intelligent driving system (such as an automatic driving system or a driving assistance system).

[0091] In some possible embodiments, the above-mentioned user may be the driver of the vehicle or the passenger of the vehicle. Furthermore, the user may be an authorized passenger in the vehicle, and the authorized passenger has the power to instruct the vehicle to perform braking; the above-mentioned braking force may be a braking torque, acceleration, etc. in a broad sense.

[0092] In some possible embodiments, the above-mentioned action of determining the target braking force based on the vehicle speed and the required braking force can be performed at all times. Based on the current target braking force, the target braking force at a certain moment thereafter can be further determined. Furthermore, the basic change trend of the target braking force can also be determined.

[0093] In some possible embodiments, an expected braking distance may also be determined based on vehicle speed, required braking force, and a preset comfortable braking time. When an obstacle exists ahead of the vehicle and the determined braking distance is greater than the current distance between the vehicle and the obstacle, the required braking force may be determined based on the distance between the vehicle and the obstacle and the vehicle speed, thereby re-determining the target braking force or the target braking force change trend.

[0094] In some possible embodiments, vehicle braking is divided into normal braking and comfort braking; among them, normal braking is prone to "nodding / stuttering" phenomenon during vehicle braking, and comfort braking is braking taken by the braking control method proposed in the embodiment of the present application.

[0095] FIG3 shows a parameter change trend diagram of a braking control method proposed in an embodiment of the present application.

[0096] For the convenience of description, the embodiment of the present application presents the changing trends of various parameters during the vehicle braking process in the form of curves. Figures 3(a), 3(b), and 3(c) all mark four representative moments on the first deceleration curve: the first moment, the second moment, and the third moment. Among them, the first moment is the moment when the vehicle starts to start comfort braking, the second moment is a moment when the vehicle is in the process of comfort braking, and the third moment is a moment after the vehicle stops after comfort braking. The first deceleration curve is determined during the vehicle braking period, wherein the first deceleration curve is calculated from the first moment shown in Figure 3. Since the first deceleration curve conforms to the basic curve trend of comfort braking, the following is the general curve trend of the first deceleration curve that meets the requirements of comfort braking:

[0097] As shown in FIG3(a), FIG3(b), and FIG3(c), the trend of the first deceleration curve is as follows:

[0098] Between the first moment and the second moment, the vehicle's deceleration is initially large, then gradually decreases and becomes flat;

[0099] Between the second and third moments, as the vehicle's real-time speed approaches zero and then equals zero, the vehicle's deceleration gradually reaches zero, and the real-time speed in the first deceleration curve also approaches zero. It should be understood that when the vehicle meets the above deceleration trend during braking, the "nodding / stuttering" phenomenon of the vehicle can be effectively avoided. However, users generally cannot accurately grasp the braking force input through the pedal. The technical solution provided in the embodiments of the present application can adjust the braking force at multiple moments to achieve comfortable braking of the vehicle. S220: Determine the target braking force based on the vehicle speed and the required braking force.

[0100] In some possible embodiments, if the required braking force is used, the vehicle can complete braking, but it is difficult to avoid the vehicle "nodding / jerking" phenomenon during the braking process. Therefore, the embodiment of the present application determines the target braking force at multiple moments based on the required braking force, combined with the above-mentioned vehicle speed and required braking force, to avoid the vehicle "nodding / jerking" phenomenon during the braking process.

[0101] As shown in (a), (b), and (c) of FIG3 , the first moment, the second moment, the third moment, and the deceleration trends of each time period are marked on the first deceleration curve. Based on this trend, preset curve information about the target braking force corresponding to the first deceleration curve can also be determined. Based on this preset curve information, the target braking force curve shown in FIG3 can be determined, specifically the bold line portion in FIG3 . The first moment can be the starting time of the target braking force variation curve. The variation trend of the target braking force that can meet the comfortable braking condition is as follows:

[0102] From the first moment to the second moment during vehicle braking, the target braking force first becomes a first threshold value and then becomes a second threshold value, wherein the first threshold value is greater than the required braking force and the second threshold value is less than the required braking force. The first moment is when the above-mentioned vehicle speed is equal to the first speed, and the second moment is when the above-mentioned vehicle speed is equal to the second speed.

[0103] In some possible embodiments, the second speed may be equal to 0, or may be other speeds that are less than the first speed, for example, other speeds close to 0, such as 5 km / h.

[0104] In some possible embodiments, the first threshold value may be positively correlated with the required braking force and the vehicle speed.

[0105] In some possible embodiments, there is a moment between the first moment and the second moment, at which the target braking force is equal to the required braking force, and after this moment, the target braking force gradually decreases to the second threshold.

[0106] The process of the target braking force rising actually corresponds to the portion of the first deceleration curve where the speed drops rapidly.

[0107] The aforementioned decrease in target braking force corresponds to the portion of the first deceleration curve where the deceleration trend flattens. This process gradually dissipates the force generated by the vehicle's suspension during deceleration that can cause the vehicle to nod or jerk, effectively reducing the occurrence of nodding or jerking during braking. Furthermore, because the target braking force first increases and then decreases, the corresponding deceleration value also increases and then decreases. This trend demonstrates that, compared to conventional braking methods with smaller deceleration changes, this solution achieves comfortable braking without increasing braking distance.

[0108] After the second moment during vehicle braking, the target braking force becomes a third threshold value, which is a braking force required to maintain the vehicle stationary.

[0109] In some possible embodiments, to maintain the vehicle stationary, after the second moment in the vehicle braking process, the target braking force may need to increase slightly from the target braking force at the second moment, decrease slightly from the target braking force at the second moment, or remain unchanged. The trend of the target braking force after the second moment depends primarily on the torque required to maintain the vehicle stationary. However, the braking force required to maintain the vehicle stationary is typically less than the user-input braking force requirement. Based on this technical solution, while reducing power consumption, it can also reduce losses in vehicle components, such as the motor.

[0110] In some possible embodiments, the above method may be executed by a braking system of a vehicle to perform the above parking braking process.

[0111] In some possible embodiments, after the second moment, when the vehicle is stationary, the vehicle's automatic parking function may be activated, and a parking operation may be performed based on the third threshold. Optionally, the vehicle's automatic parking function may be implemented via the vehicle's electronic parking brake (EPB) system, automatic parking brake (AVH) system, or P-lock. Other methods are also possible, and the present application is not limited thereto.

[0112] S230: Determine a first execution braking force and a second execution braking force according to the target braking force.

[0113] The first braking force is provided by energy recovery, and the second braking force is provided by a braking system.

[0114] Based on the above technical solution, as the target braking force first increases and then decreases, the force generated by the vehicle suspension during deceleration that can cause the vehicle to nod / jerk can be gradually consumed, thereby effectively reducing the phenomenon of the vehicle nodding / jerking during braking. Moreover, since the target braking force first increases and then decreases, the corresponding vehicle braking deceleration value also first increases and then decreases. From this change trend, it can be seen that compared with ordinary braking methods with smaller deceleration changes, this solution can achieve comfortable braking without increasing the braking distance. In addition, additional braking force is provided by energy recovery to share the workload based on the braking system, providing a guarantee for achieving comfortable braking.

[0115] In some possible embodiments, after determining the first and second braking forces, the vehicle's braking system may be instructed to perform a braking operation according to the first and second braking forces.

[0116] In some possible embodiments, the sum of the first execution braking force and the second execution braking force is equal to the target braking force.

[0117] In some possible embodiments, before the first moment, or when the vehicle speed is greater than or equal to the first vehicle speed, the second execution braking force is configured to be 0, and the first execution braking force is configured to be equal to the target braking force.

[0118] Among them, the above-mentioned first vehicle speed is a condition for braking through energy recovery. For example, when the vehicle is at 30 kph, it can brake through the anti-drag braking force generated by the engine. At this time, the braking force provided by energy recovery is sufficient to meet the target braking force, so the braking force in the second execution can be configured to 0.

[0119] In some possible embodiments, when the vehicle speed is less than or equal to the second vehicle speed, or when the vehicle cannot perform energy recovery braking, the first execution braking force is configured to be 0, and the second execution braking force is configured to be equal to the target braking force.

[0120] For the convenience of description, the following specifically describes the changing relationship between the first execution braking force, the second execution braking force and the target braking force in combination with Figure 3 (a), Figure 3 (b) and Figure 3 (c).

[0121] In some possible embodiments, the first execution braking force curve in FIG3 is a variation curve of the braking force provided by energy recovery, and the second execution braking force curve is a variation curve of the braking force provided by the braking system.

[0122] As shown in (a) of FIG3 , at the first moment, the braking force provided by energy recovery can meet the requirement of the target braking force. Therefore, there is no need to provide braking force through the braking system at this moment.

[0123] Between the first moment and the second moment, the braking force provided by energy recovery gradually decreases and cannot meet the target braking force requirement. Therefore, during this period, the braking force needs to be supplemented by the braking system so that the sum of the first execution braking force and the second execution braking force is equal to the target braking force.

[0124] At some point before the second moment, braking force can no longer be provided by energy recovery. After this moment, braking force can only be provided by the braking system and meet the target braking force requirements. Therefore, after this moment, the change trend of the second execution braking force curve is consistent with the change trend of the preset curve information.

[0125] As shown in Figure 3(b), between the first and second moments, the braking force provided by energy recovery is initially sufficient to meet the target braking force. Therefore, no braking force is required from the braking system during this initial period. However, as the braking force provided by energy recovery gradually decreases, at a certain moment, it is no longer able to meet the target braking force. Therefore, after this moment, the braking system must provide additional braking force to ensure that the sum of the first and second actuating braking forces equals the target braking force.

[0126] At a certain moment before the second moment, braking force can no longer be provided by energy recovery. After this moment, braking force can only be provided by the braking system and meet the target braking force requirements. Therefore, after this moment, the change trend of the second execution braking force curve is consistent with the change trend of the preset curve information.

[0127] As shown in Figure 3(c), from the first moment on, the braking force provided by energy regeneration remains zero. For example, the vehicle speed remains below the first speed, meaning that no braking force can be provided by energy regeneration. Therefore, during braking, the braking force is provided by the braking system, and this braking force remains equal to the target braking force. Therefore, throughout the entire comfort braking process, Figure 3(c) only shows the second execution braking force curve.

[0128] The above technical solution achieves comfortable braking, avoiding jerking and nodding during braking. This improves braking comfort without increasing braking distance or risking collisions. Energy recovery provides additional braking force, reducing the workload of the vehicle's braking system and ensuring comfortable braking.

[0129] In some possible embodiments, the target braking force may be determined based on information regarding a correspondence between the vehicle speed, the required braking force, and the target braking force.

[0130] The above-mentioned correspondence information includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target braking force from the first moment to the second moment.

[0131] Based on the above technical solution, the change trend of the above target braking force can be more intuitively presented through preset curve information or preset correspondence table information, which facilitates providing users with a visualized change trend of the second required braking force.

[0132] In some possible embodiments, the preset curve information is a curve of target braking forces corresponding to multiple moments determined during the vehicle braking period, and the preset correspondence table information records the correspondence between the target braking forces corresponding to multiple moments during the vehicle braking period.

[0133] Based on the above technical solution, the target braking forces at multiple moments confirmed historically are directly used, thereby reducing the calculation cost of comfort braking and increasing the calculation efficiency of comfort braking.

[0134] Starting the above-mentioned comfort braking process also requires determining whether the vehicle currently meets specified prerequisites. If the prerequisites are met, the above-mentioned comfort braking process can be started.

[0135] In some possible embodiments, before S220, it can also be determined whether the current vehicle meets a first condition, which first condition includes at least one of the following: the vehicle's braking deceleration is within a first preset range, the vehicle speed is lower than a preset speed, the distance between the vehicle and the obstacle is greater than or equal to a preset distance, the vehicle's pedal stroke is within a second preset range, and the vehicle's pedal stroke change rate is within a third preset range.

[0136] For example, the first preset interval may be [0, 15] m / s 2 , or other reasonable deceleration range;

[0137] The preset speed may be 50 kph, or any other reasonable preset speed value;

[0138] The above preset distance may be 150m, or other reasonable preset distance values;

[0139] The second preset interval may be [0, 10] cm, or other reasonable preset intervals;

[0140] The third preset interval may be [0, 5] cm / s, or other reasonable preset intervals.

[0141] In some possible embodiments, the numerical value corresponding to the deceleration mentioned in the embodiments of the present application refers to a scalar value.

[0142] In some possible embodiments, in addition to the above information, the first condition may also include: the vehicle's front axle suspension height is lower than the vehicle's rear axle suspension height, the traffic light in front of the vehicle is red, there is a sidewalk in front of the vehicle, etc. The four-wheel active suspension height refers to the height of the active suspension on the four wheels above the ground.

[0143] In some possible embodiments, the first preset interval, the second preset interval, the third preset interval, the preset distance, and the preset speed may be set for different vehicles and different driving environments.

[0144] Based on the above technical solution, due to the particularity of comfort braking, it needs to be completed under certain conditions, avoiding the corresponding safety hazards caused by still using comfort braking in emergency situations, thereby increasing the safety of comfort braking.

[0145] In some possible embodiments, during comfort braking, such as during the aforementioned braking period, the vehicle further determines whether the first condition is still met during this period. If the vehicle does not meet the first condition at a certain moment, this may indicate a sudden change in the current driving environment, such as an object suddenly appearing in front of the vehicle or an unexpected situation occurring in the cab. To ensure the safety of the user, passengers, and other objects on the road, comfort braking must be stopped and braking authority fully returned to the user. Of course, even if an object suddenly appears in front of the vehicle, if the vehicle still meets the first condition, this indicates that the current driving environment remains favorable, and comfort braking does not need to be stopped. Instead, the target braking force or preset curve information needs to be redefined.

[0146] Based on the above technical solution, if the vehicle's driving environment changes during comfort braking, the system reconfirms whether the vehicle meets the first condition. If the vehicle meets the first condition, the target braking force is re-planned. This avoids traffic accidents caused by the inability to make an emergency avoidance maneuver during comfort braking, further improving the safety of comfort braking.

[0147] In some possible embodiments, the braking system includes a hydraulic braking system, an EPB, and an electromechanical brake system (EMB).

[0148] Based on the above technical solution, the method can be applied to a variety of braking systems and has strong applicability and compatibility.

[0149] In some possible embodiments, the comfort braking function of the vehicle may be automatically activated after power-on, or may be activated through a designated comfort braking function activation instruction after the vehicle is powered on.

[0150] In some possible embodiments, after the vehicle is powered on, the switch status of the comfort braking function after the vehicle was last powered on is obtained; if the comfort braking function was turned on after the vehicle was last powered on, it means that the comfort braking function of the current vehicle can be turned on; if the comfort braking function was turned off after the vehicle was last powered on, a prompt message can be sent to the user, and the prompt message is used to prompt the user whether to turn on the comfort braking function of the vehicle; when the user's turn-on instruction is detected, the comfort braking function of the vehicle is turned on.

[0151] In some possible embodiments, the above prompt information may be voice prompt information, text prompt information, video prompt information or other forms of prompt information, which is not limited in the embodiments of the present application.

[0152] In some possible embodiments, the start instruction can be an operation instruction of the user to the physical control button on the vehicle's center console, or it can be a touch instruction of the user to the virtual button on the vehicle's center console display screen, or it can be a voice instruction, gesture instruction or other instruction, which is not limited to the embodiments of the present application.

[0153] In some possible embodiments, the comfort brake function switch state after the vehicle was last powered on refers to whether the comfort brake function was available during the last vehicle startup.

[0154] In some possible embodiments, after the vehicle is powered on, it is also possible to detect whether the vehicle and system are available: when it is determined that the vehicle and system are available, the above-mentioned acquisition of the comfort braking function switch status after the last vehicle power-on and subsequent operations are performed; when it is determined that the vehicle and system are not available, it indicates that the comfort braking function is unavailable.

[0155] In some possible embodiments, detecting whether the vehicle and the system are usable may specifically detect whether there are factors that affect the vehicle's comfortable braking, such as a damaged brake pedal, a ruptured brake master cylinder, etc.

[0156] In some possible embodiments, during comfort braking, the vehicle may be in an over-brake state or an under-brake state. Over-brake or under-brake conditions not only affect comfort but can also affect driving safety. Therefore, during comfort braking, it is necessary to monitor the vehicle in real time to see if it is under-braking or over-braking. If it is determined that the vehicle is in an under-braking or over-braking state, comfort braking is exited and normal braking is performed, or the target braking force is re-determined, for example, a second target braking force is determined, and vehicle braking is controlled based on the second target braking force.

[0157] Taking the hydraulic brake system as an example, the following methods can be used to determine whether the vehicle is in an under-braking state or an over-braking state:

[0158] The vehicle's comfort braking time is greater than the preset time, or,

[0159] The difference between the first braking distance and the second braking distance is greater than the first distance threshold, or the difference between the third braking distance and the first braking distance is less than the second distance threshold; wherein the first braking distance is calculated based on the target braking torque and the vehicle speed, the second braking distance is calculated based on the required braking force and the vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle, or,

[0160] During the comfort braking process, a change in the vehicle's deceleration is greater than a first deceleration threshold.

[0161] For example, the preset time may be 20 seconds, or other reasonable preset time values;

[0162] The first distance threshold may be 150m, or another reasonable threshold;

[0163] The second distance threshold may be 50m or other reasonable thresholds;

[0164] The third distance threshold may be 100m or other reasonable thresholds;

[0165] The first deceleration threshold may be 20 m / s 2 , or other reasonable thresholds.

[0166] In some possible embodiments, the vehicle's comfort braking time is greater than a preset time, that is, the braking force is insufficient, resulting in a longer braking time. Such a situation indicates that the braking force provided by the vehicle's brake master cylinder and / or the braking force provided by energy recovery is insufficient, and the vehicle is in an under-braking state.

[0167] During comfort braking, the difference between the first braking distance and the second braking distance is greater than the first distance threshold, that is, the braking distance of the vehicle is too long due to insufficient braking force, that is, the braking force provided by the vehicle's brake master cylinder and / or the braking force provided by energy recovery is insufficient. This situation indicates that the vehicle is in an under-braking state.

[0168] During the comfort braking process, the difference between the third braking distance and the first braking distance is less than the second distance threshold, that is, the braking distance of the vehicle is too long due to insufficient braking force, that is, the braking force provided by the vehicle's brake master cylinder and / or the braking force provided by energy recovery is insufficient. This situation indicates that the vehicle is in an under-braking state.

[0169] During comfort braking, the change in vehicle deceleration is too large due to excessive braking force, that is, the braking force provided by the vehicle's brake master cylinder and / or the braking force provided by energy recovery is too large. This situation indicates that the vehicle is in an over-braking state.

[0170] For non-decoupled braking systems, brake fluid is extracted from or injected into the vehicle's master cylinder by controlling a solenoid valve or a motor in a closed-loop pressure system. This reduces or increases the pressure in the master cylinder in conjunction with the braking force provided by energy recovery. For decoupled braking systems, a pressure unit adjusts the master cylinder pressure according to a preset pressure curve by controlling a solenoid valve or a motor in a closed-loop pressure system. This approach provides more stable pressure regulation and lowers noise. Furthermore, energy recovery provides braking force, sharing some of the braking force and reducing the workload of the braking system.

[0171] Taking the braking system shown in Figure 1 as an example, during braking, when a user depresses the brake pedal 101, the push rod mechanism of the integrated booster 102 displaces. The pedal travel sensor detects this displacement and sends a displacement signal to the ECU. The ECU then calculates the torque generated by the motor, which corresponds to the user-input requested braking force. The motor's transmission mechanism then converts this torque into braking force. The ECU then calculates the pressure in the master cylinder when this braking force, combined with the push rod force generated by the brake pedal 101 through the push rod mechanism, acts on the master cylinder. This pressure is the requested pressure. Based on the requested pressure and in accordance with the control method described above, the ECU controls the master cylinder's braking force to vary according to the braking force corresponding to the preset curve information and the braking force provided by energy recovery. During this process, the hydraulic pressure is converted into hydraulic pressure within the master cylinder. The hydraulically pressurized brake fluid flows through the brake fluid pipe 104 and acts on the brake actuators (103-1, 103-2, 103-3, and 103-4), achieving comfortable braking.

[0172] In combination with the above-mentioned embodiment of determining whether a vehicle is in an under-braking state or an over-braking state, an embodiment of the present application proposes another braking control method.

[0173] FIG4 shows a flow chart of another braking control method proposed in an embodiment of the present application.

[0174] S410: Detecting the user input of required braking force and obtaining vehicle driving state information.

[0175] The vehicle's driving status information may include vehicle speed, braking force input to the vehicle, pedal movement speed, etc.

[0176] S420: Determine whether the vehicle meets the first condition based on the driving status information.

[0177] If it is determined that the vehicle meets the first condition, the vehicle needs to take a comfort braking operation and step S430 is executed; otherwise, step S470 is executed.

[0178] In some possible embodiments, the specific contents of the vehicle's driving state information and determining whether to perform comfort braking based on the driving state information can be found in the relevant description of the aforementioned embodiments and will not be described again here.

[0179] S430: Comfort braking is achieved through energy recovery braking and / or hydraulic pressure distribution of the brake master cylinder.

[0180] In some possible embodiments, the braking force of the vehicle's brake master cylinder is adjusted according to the preset curve information in the embodiment shown in Figure 3 and the braking force provided by energy recovery at multiple moments; the specific implementation process can be found in the relevant description of the aforementioned embodiment.

[0181] S440: Determine whether the vehicle is in an under-braking state or an over-braking state.

[0182] In some possible embodiments, during the comfort braking process, a real-time determination is made as to whether the vehicle is in an under-braking state or an over-braking state. The specific determination method can be found in the description of the aforementioned embodiments and will not be described here. If the vehicle is neither in an under-braking state nor in an over-braking state, step S430 is continued. If the vehicle is in an under-braking state or an over-braking state, step S470 is executed.

[0183] S450: Determine whether the vehicle has stopped.

[0184] In some possible embodiments, whether the vehicle is stopped is determined based on driving information of the vehicle; the driving information may be the vehicle's speed, or other information, which is not limited herein. If the vehicle is stopped, step S460 is executed; if the vehicle is not stopped, step S430 is continued.

[0185] S460: Restore braking force or park the vehicle.

[0186] In some possible embodiments, during the comfort braking process according to the above-mentioned preset curve information, when the vehicle is stationary, the braking force provided by energy recovery is limited, or braking through energy recovery is impossible, and at this time the braking force of the vehicle's brake master cylinder is small and insufficient to keep the vehicle stationary. Therefore, when the vehicle is stationary, the pressure of the vehicle's brake master cylinder is increased to reach the pressure required to maintain the vehicle stationary; when the pressure of the vehicle's brake master cylinder reaches the pressure required to maintain the vehicle stationary, the vehicle's automatic parking system is turned on; or when the vehicle is stationary, the vehicle's automatic parking system is turned on.

[0187] S470, normal braking.

[0188] In some possible embodiments, the above-mentioned ordinary braking can be performed according to a conventional established strategy, or can be directly handed over to the driver or the intelligent driving system to control the vehicle to perform braking operations.

[0189] In some possible embodiments, when the vehicle is in an under-braking state or an over-braking state, if comfort braking continues, it will affect driving safety. Therefore, when the vehicle is in an under-braking state or an over-braking state, the vehicle will be controlled to exit comfort braking and perform normal braking.

[0190] FIG5 shows a schematic structural diagram of a brake control device 500 provided in an embodiment of the present application. As shown in FIG5 , the brake control device 500 includes:

[0191] The detection module 510 is used to detect the required braking force input by the user and obtain the driving state information of the vehicle.

[0192] The specific content of the above driving status information can be found in the relevant description of the above embodiment and will not be described again here.

[0193] In some possible embodiments, information can be detected in real time by collecting information stored in the brake ECU (the status of the last activation of the comfort braking function), vehicle instrument or button input, user input information (accelerator pedal, brake pedal travel, etc.), vehicle sensor module (wheel speed, vehicle speed, acceleration, etc.), network module (surrounding vehicle information, etc.), environmental perception module (presence of obstacles, distance to obstacles, traffic light and zebra crossing information, etc.) and related ECU (active suspension four-wheel height, etc.) and other modules, and performing fusion processing to obtain the vehicle's driving status information.

[0194] The judgment module 520 is used to judge whether the vehicle meets the first condition based on the driving state information of the vehicle, and further determine whether the vehicle needs to perform a comfort braking operation.

[0195] The specific judgment process can be found in the relevant content of the aforementioned embodiment and will not be described again here.

[0196] The monitoring module 530 is used to monitor in real time whether the vehicle is in an under-braking state or an over-braking state based on the data collected by the detection module 510 and the vehicle status.

[0197] Control module 540, if the vehicle is equipped with active suspension and has an external response interface, then during the entire driving braking process, it can cooperate with energy recovery braking and the braking system to achieve the effect of comfortable braking; if the vehicle is equipped with ordinary suspension and it has been determined that comfortable braking is required, the designated braking unit of the braking system adjusts the braking pressure required according to the preset curve information and the braking force that can be provided by energy recovery. This pressure may be different from the braking pressure corresponding to the travel of the vehicle's brake pedal or the braking pressure requested by the automatic braking system; when the vehicle is stationary, the designated braking pressure is restored to the pressure that can keep the vehicle stationary, and is not necessarily the pressure requested by the intelligent driving system or the pressure corresponding to the user's brake pedal travel.

[0198] The execution module 550 is used to adjust the braking force provided by energy recovery and the pressure of the vehicle brake master cylinder according to the above preset curve information. The specific adjustment method is not limited, and a decoupling braking system or a non-decoupling braking system can be used.

[0199] It should be noted that the implementation process of the above-mentioned detection module 510, judgment module 520, monitoring module 530, control module 540 and execution module 550 can be described in the relevant description of the above-mentioned embodiments and will not be described again here.

[0200] In addition, an embodiment of the present application also provides a device for implementing any of the above methods. For example, a braking device is provided, which includes a unit (or means) for implementing any of the above braking methods.

[0201] FIG6 shows a schematic block diagram of a brake control device 600 provided in an embodiment of the present application. As shown in FIG6 , the device 600 includes:

[0202] An acquisition unit 610 is configured to acquire a vehicle speed and a required braking force;

[0203] Determination unit 620 is used to determine the target braking force based on the vehicle speed and the required braking force; wherein, from the first moment to the second moment, the target braking force first becomes a first threshold value and then becomes a second threshold value; the first threshold value is greater than the required braking force, and the second threshold value is less than the required braking force; the first moment is when the above-mentioned vehicle speed is equal to the first speed; the second moment is when the above-mentioned vehicle speed is equal to the second speed; the second speed is less than the above-mentioned first speed; according to the target braking force, the first execution braking force and the second execution braking force are determined, the first execution braking force is provided by energy recovery, and the second execution braking force is provided by the braking system.

[0204] In some possible embodiments, after the second moment, the target braking force becomes a third threshold, where the third threshold is the braking force required to keep the vehicle stationary.

[0205] In some possible embodiments, the device 600 further includes a control unit 630 for controlling the vehicle to perform parking braking.

[0206] In some possible embodiments, the sum of the first execution braking force and the second execution braking force is equal to the target braking force.

[0207] In some possible embodiments, before the first moment, or when the vehicle speed is greater than or equal to the first vehicle speed, the second execution braking force is configured to be 0, and the first execution braking force is configured to be equal to the target braking force.

[0208] In some possible embodiments, when the vehicle speed is less than or equal to the second vehicle speed, or when the vehicle cannot perform energy recovery braking, the first execution braking force is configured to be 0, and the second execution braking force is configured to be equal to the target braking force.

[0209] In some possible embodiments, the determination unit is specifically configured to determine the target braking force according to information on a correspondence between the vehicle speed, the required braking force, and the target braking force.

[0210] In some possible embodiments, the above-mentioned correspondence information includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target braking force from the first moment to the second moment.

[0211] In some possible embodiments, the above-mentioned determination unit 620 is also used to determine whether the current vehicle meets a first condition, and the first condition includes at least one of the following: the vehicle braking deceleration is within a first preset range, the vehicle speed is lower than a preset speed, the distance between the vehicle and the obstacle is greater than or equal to a preset distance, the vehicle's pedal stroke is within a second preset range, and the vehicle's pedal stroke change rate is within a third preset range.

[0212] In some possible embodiments, the control unit 630 is further configured to control vehicle braking according to a second target braking force when the difference between the first braking distance and the second braking distance is greater than a first distance threshold, or when the difference between the third braking distance and the first braking distance is less than a second distance threshold; wherein the first braking distance is calculated based on the target braking torque and the vehicle speed, the second braking distance is calculated based on the required braking force and the vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle.

[0213] FIG7 is a schematic diagram of the structure of a brake control device 700 provided in an embodiment of the present application. The brake control device 700 shown in FIG7 (which may specifically be a computer device) includes a processor 710, a memory 720, and a communication interface 730. The processor 710, the memory 720, and the communication interface 730 are interconnected via a bus.

[0214] The processor 710 can adopt a general central processing unit (CPU), a microprocessor, an application specific integrated circuit (ASIC), a graphics processing unit (GPU) or one or more integrated circuits to execute relevant programs to implement the functions required to be performed by the units in the braking device 600 of the embodiment of the present application, or execute the braking control method of the method embodiment of the present application, or implement the functions required to be performed by the modules in the braking device 600 of the embodiment of the present application.

[0215] The processor 710 can also be an integrated circuit chip with signal processing capabilities. During implementation, the various steps of the braking control method of the present application can be completed by hardware integrated logic circuits or software instructions in the processor 710. The processor 710 can also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic device, or discrete hardware component. It can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the embodiments of the present application can be directly implemented and executed by a hardware decoding processor, or by a combination of hardware and software modules in the decoding processor. The software module can be located in a storage medium well-known in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, etc. The storage medium is located in the memory 720, and the processor 710 reads the information in the memory 720 and combines its hardware to complete the functions required to be performed by the units included in the vehicle-mounted device of the embodiment of the present application, or executes the method of comfortable braking control communication of the method embodiment of the present application.

[0216] The memory 720 may be a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 720 may store programs. When the program stored in the memory 720 is executed by the processor 710, the processor 710 and the communication interface 730 are used to perform the various steps of the brake control method according to the embodiment of the present application.

[0217] The communication interface 730 uses a transceiver device such as, but not limited to, a transceiver to implement communication between the brake control device 700 and other devices or a communication network.

[0218] The bus may include a path for transmitting information between the various components of the brake control device 700 (eg, the processor 710 , the memory 720 , and the communication interface 730 ).

[0219] It should be understood that the determination unit 620 in the braking device 600 may be equivalent to the processor 710 .

[0220] In some possible embodiments, although the brake control device 700 shown in FIG7 only illustrates a memory, a processor, and a communication interface, those skilled in the art will appreciate that, during implementation, the device 700 also includes other components necessary for normal operation. Furthermore, those skilled in the art will appreciate that, depending on specific needs, the device 700 may also include hardware components that implement other additional functions. Furthermore, those skilled in the art will appreciate that the device 700 may include only the components necessary to implement the embodiments of the present application, and need not include all of the components shown in FIG7 .

[0221] The present application also provides a computer storage medium that can store a program that, when executed, can implement some or all of the steps of any of the brake control methods described in the aforementioned method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (RAM), random access memory (RAM), a removable hard drive, a magnetic disk, or an optical disk.

[0222] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0223] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0224] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, 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 through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0225] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0226] In addition, each functional unit in each embodiment of the present application 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.

[0227] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, 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 and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0228] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A braking control method, characterized in that: include: Obtain vehicle speed and required braking force; determining a target braking force according to the vehicle speed and the required braking force; Wherein, from the first moment to the second moment, the target braking force first changes to a first threshold value and then changes to a second threshold value; the first threshold value is greater than the required braking force, and the second threshold value is less than the required braking force; The first moment is the moment when the vehicle speed is equal to the first speed; The second moment is when the vehicle speed is equal to a second speed, and the second speed is less than the first speed; According to the target braking force, a first execution braking force and a second execution braking force are determined, wherein the first execution braking force is provided by energy recovery, and the second execution braking force is provided by a brake system.

2. The method according to claim 1, characterized in that After the second moment, the target braking force becomes a third threshold value, which is a braking force required to keep the vehicle stationary.

3. The method according to claim 2, characterized in that Also includes: The vehicle is controlled to perform parking braking.

4. The method according to any one of claims 1 to 3, characterized in that The sum of the first execution braking force and the second execution braking force is equal to the target braking force.

5. The method according to any one of claims 1 to 4, characterized in that Before the first moment, or when the vehicle speed is greater than or equal to the first vehicle speed, the second execution braking force is configured to be 0, and the first execution braking force is configured to be equal to the target braking force.

6. The method according to any one of claims 1 to 5, characterized in that Also includes: When the vehicle speed is less than or equal to a second vehicle speed, or when the vehicle cannot perform energy recovery braking, the first execution braking force is configured to be 0, and the second execution braking force is configured to be equal to the target braking force.

7. The method according to any one of claims 1 to 6, characterized in that The determining the target braking force according to the vehicle speed and the required braking force includes: The target braking force is determined according to the correspondence relationship information among the vehicle speed, the required braking force and the target braking force.

8. The method according to claim 7, characterized in that The correspondence relationship information includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target braking force from the first moment to the second moment.

9. The method according to any one of claims 1 to 8, characterized in that The method further comprises: Determine that the current vehicle meets a first condition, wherein the first condition includes at least one of the following: the vehicle's braking deceleration is within a first preset range, the vehicle speed is lower than a preset speed, the distance between the vehicle and the obstacle is greater than or equal to a preset distance, the vehicle's pedal stroke is within a second preset range, and the vehicle's pedal stroke change rate is within a third preset range.

10. The method according to any one of claims 1 to 9, characterized in that Also includes: When the difference between the first braking distance and the second braking distance is greater than a first distance threshold, or when the difference between the third braking distance and the first braking distance is less than a second distance threshold, controlling the vehicle braking according to a second target braking force; The first braking distance is calculated based on the target braking torque and the vehicle speed, the second braking distance is calculated based on the required braking force and the vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle.

11. The method according to any one of claims 1 to 10, characterized in that The braking system includes at least one of the following: a hydraulic braking system, an electronic parking brake system EPB, and an electronic mechanical braking system EMB.

12. A brake control device, characterized in that: include: an acquisition unit, used to acquire the vehicle speed and required braking force; a determination unit, configured to determine a target braking force based on the vehicle speed and the required braking force; wherein, from the first moment to the second moment, the target braking force first becomes a first threshold value and then becomes a second threshold value; The first threshold is greater than the required braking force, and the second threshold is equal to the required braking force; the first moment is when the vehicle speed is equal to the first speed; the second moment is when the vehicle speed is equal to the second speed, and the second speed is less than the first speed; according to the target braking force, the first execution braking force and the second execution braking force are determined, the first execution braking force is provided by energy recovery, and the second execution braking force is provided by the braking system.

13. The device according to claim 12, characterized in that After the second moment, the target braking force becomes a third threshold value, which is a braking force required to keep the vehicle stationary.

14. The device according to claim 12 or 13, characterized in that The device further comprises: A control unit is used to control the vehicle to perform parking braking.

15. The device according to any one of claims 12 to 14, characterized in that The sum of the first execution braking force and the second execution braking force is equal to the target braking force.

16. The device according to any one of claims 12 to 15, characterized in that Before the first moment, or when the vehicle speed is greater than or equal to the first vehicle speed, the second execution braking force is configured to be 0, and the first execution braking force is configured to be equal to the target braking force.

17. The device according to any one of claims 12 to 16, characterized in that When the vehicle speed is less than or equal to a second vehicle speed, or when the vehicle cannot perform energy recovery braking, the first execution braking force is configured to be 0, and the second execution braking force is configured to be equal to the target braking force.

18. The device according to any one of claims 12 to 17, characterized in that The determining unit is specifically configured to: The target braking force is determined according to the correspondence relationship information among the vehicle speed, the required braking force and the target braking force.

19. The device according to claim 18, characterized in that The correspondence relationship information includes a first data set, and the first data set includes preset curve information or preset correspondence table information of the target braking force from the first moment to the second moment.

20. The device according to any one of claims 12 to 19, characterized in that The determining unit is further configured to: Determine that the current vehicle meets a first condition, wherein the first condition includes at least one of the following: the vehicle's braking deceleration is within a first preset range, the vehicle speed is lower than a preset speed, the distance between the vehicle and the obstacle is greater than or equal to a preset distance, the vehicle's pedal stroke is within a second preset range, and the vehicle's pedal stroke change rate is within a third preset range.

21. The device according to any one of claims 12 to 20, characterized in that The control unit is further configured to: When the difference between the first braking distance and the second braking distance is greater than a first distance threshold, or when the difference between the third braking distance and the first braking distance is less than a second distance threshold, controlling the vehicle braking according to a second target braking force; The first braking distance is calculated based on the target braking torque and the vehicle speed, the second braking distance is calculated based on the required braking force and the vehicle speed, and the third braking distance is the distance between the vehicle and the obstacle.

22. The device according to any one of claims 12 to 21, characterized in that The braking system includes at least one of the following: a hydraulic braking system, an electronic parking brake system EPB, and an electronic mechanical braking system EMB.

23. A brake control device, characterized in that: The system comprises a processor and a memory, wherein the processor and the memory are connected, wherein the memory is used to store program codes, and the processor is used to call the program codes to execute the braking control method according to any one of claims 1 to 8.

24. A chip system, characterized in that: The chip system is applied to an electronic device; the chip system includes one or more interface circuits and one or more processors; the interface circuit and the processor are interconnected through lines; the interface circuit is used to receive a signal from the memory of the electronic device and send the signal to the processor, the signal including computer instructions stored in the memory; when the processor executes the computer instructions, the electronic device executes the braking control method as described in any one of claims 1 to 11.

25. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and the computer program is executed by a processor to implement the brake control method according to any one of claims 1 to 11.

26. A computer program product, characterized in that When the computer program code or instructions are executed on a computer, the computer is caused to perform the method according to any one of claims 1 to 11.

27. An integrated booster, characterized in that: The integrated booster includes a pedal stroke sensor, a brake master cylinder, a motor, a push rod mechanism, and an electronic control unit (ECU) for executing the brake control method according to any one of claims 1 to 11.

28. A braking system, characterized in that: The braking system includes a brake pedal, a brake actuator, a brake fluid pipe and the integrated booster as claimed in claim 27.

29. A vehicle, characterized in that: The brake control device comprises the brake control device according to any one of claims 12 to 22, or the integrated booster according to claim 27, or the brake system according to claim 28.

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