Vehicle braking control method, device and equipment

Abstract

The invention discloses a vehicle braking control method, device and equipment, and belongs to the technical field of vehicles. The method comprises the following steps: acquiring a brake signal, a power signal, a gradient signal and a running speed of a vehicle at the current moment; according to the braking signal, the power signal, the gradient signal and the running speed of the vehicle at the current moment, the theoretical acceleration and the actual acceleration of the vehicle at the current moment are determined; according to the theoretical acceleration and the actual acceleration of the vehicle at the current moment, the effectiveness of a brake pedal of the vehicle at the current moment is determined, and the effectiveness of the brake pedal at the current moment is used for indicating whether the brake pedal is effective at the current moment or not; and under the condition that the validity of the brake pedal at the current moment is invalid, controlling the vehicle to brake according to the gear change direction of the vehicle and the current driving direction of the vehicle. According to the method, under the condition that the normal driving experience of a driver is not affected, a way for controlling vehicle braking is provided.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle technology, and in particular to a vehicle braking control method, device and equipment. Background Art

[0002] With the rapid development of vehicle technology and the continuous improvement of people's living standards, the number of vehicles in the country is increasing, and there are more and more vehicles on the road. When the brakes of a vehicle fail, the vehicle is out of control, and serious traffic accidents may occur, causing damage to the life and property of the driver. Therefore, brake control, as a key technology of vehicle safety control system, has received more and more attention, and how to control the vehicle when the brakes fail has also received widespread attention.

[0003] In the related art, an experienced driver is required to force the vehicle to brake by hitting obstacles on the road. However, this method has high requirements on the driving environment of the vehicle, making the flexibility of vehicle braking poor, and may damage the vehicle, causing losses to the driver and society, resulting in low safety of vehicle braking. Summary of the invention

[0004] The embodiments of the present application provide a vehicle braking control method, device and apparatus, which can be used to solve the problems in the related art. The technical solution is as follows:

[0005] On the one hand, an embodiment of the present application provides a vehicle braking control method, the method comprising:

[0006] Obtain the vehicle's braking signal, power signal, slope signal and driving speed at the current moment;

[0007] Determine the theoretical acceleration and actual acceleration of the vehicle at the current moment according to the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment;

[0008] Determining the validity of a brake pedal of the vehicle at the current moment according to the theoretical acceleration and the actual acceleration of the vehicle at the current moment, wherein the validity of the brake pedal at the current moment is used to indicate whether the brake pedal is valid at the current moment;

[0009] In a case where the effectiveness of the brake pedal at the current moment is invalid, the vehicle braking is controlled according to the gear change direction of the vehicle and the current driving direction of the vehicle.

[0010] In a possible implementation, determining the theoretical acceleration and the actual acceleration of the vehicle at the current moment according to the braking signal, the power signal, the slope signal and the driving speed of the vehicle at the current moment includes:

[0011] Determining a theoretical acceleration of the vehicle at the current moment according to a braking signal, a power signal and a slope signal of the vehicle at the current moment;

[0012] According to the driving speed of the vehicle at the current moment, the actual acceleration of the vehicle at the current moment is determined.

[0013] In a possible implementation, the braking signal of the vehicle at the current moment includes the opening degree of the brake pedal of the vehicle at the current moment, the power signal of the vehicle at the current moment includes the opening degree of the accelerator pedal of the vehicle at the current moment, and the slope signal of the vehicle includes the slope of the road where the vehicle is located at the current moment;

[0014] Determining the theoretical acceleration of the vehicle at the current moment according to the braking signal, the power signal and the slope signal of the vehicle at the current moment includes:

[0015] Determining a first acceleration according to an opening degree of a brake pedal of the vehicle at a current moment;

[0016] Determining a second acceleration according to the opening degree of the accelerator pedal of the vehicle at the current moment;

[0017] determining a third acceleration according to the slope of the road on which the vehicle is located at the current moment;

[0018] A theoretical acceleration of the vehicle at the current moment is determined according to the first acceleration, the second acceleration, and the third acceleration.

[0019] In a possible implementation, the method further includes:

[0020] Acquire the driving speed of the vehicle at a reference time, where the reference time is adjacent to the current time and before the current time;

[0021] Determining the actual acceleration of the vehicle at the current moment according to the driving speed of the vehicle at the current moment includes:

[0022] An actual acceleration of the vehicle at the current moment is determined according to the driving speed of the vehicle at the current moment, the driving speed of the vehicle at the reference moment, the current moment and the reference moment.

[0023] In a possible implementation, after obtaining the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment, the method further includes:

[0024] determining the validity of the braking signal, wherein the validity of the braking signal is used to indicate whether the braking signal is valid;

[0025] Determining the theoretical acceleration and the actual acceleration of the vehicle at the current moment according to the braking signal, the power signal, the slope signal and the driving speed of the vehicle at the current moment includes:

[0026] When the effectiveness of the braking signal indicates that the braking signal is effective, the theoretical acceleration and actual acceleration of the vehicle at the current moment are determined according to the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment.

[0027] In a possible implementation, determining the effectiveness of the brake pedal of the vehicle at the current moment according to the theoretical acceleration and the actual acceleration of the vehicle at the current moment includes:

[0028] Determining an absolute value of a difference between a theoretical acceleration and an actual acceleration of the vehicle at the current moment;

[0029] In the case where the absolute value of the difference is greater than a reference value, determining that the effectiveness of the brake pedal of the vehicle at the current moment is invalid;

[0030] When the absolute value of the difference is not greater than the reference value, the effectiveness of the brake pedal of the vehicle at the current moment is determined to be effective.

[0031] In a possible implementation, controlling the braking of the vehicle according to the gear change direction of the vehicle and the current driving direction of the vehicle includes:

[0032] In the case that the gear change direction of the vehicle is opposite to the current driving direction of the vehicle, the vehicle is braked according to the braking force corresponding to the gear change degree of the vehicle to decelerate the vehicle.

[0033] In a possible implementation, the method further includes:

[0034] When the validity of the brake pedal at the current moment is invalid, a prompt message is displayed, wherein the prompt message is used to indicate that the brake pedal of the vehicle is invalid.

[0035] On the other hand, an embodiment of the present application provides a vehicle braking control device, the device comprising:

[0036] An acquisition module is used to acquire the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment;

[0037] A determination module, used to determine the theoretical acceleration and actual acceleration of the vehicle at the current moment according to the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment;

[0038] The determination module is further used to determine the validity of the brake pedal of the vehicle at the current moment according to the theoretical acceleration and the actual acceleration of the vehicle at the current moment, wherein the validity of the brake pedal at the current moment is used to indicate whether the brake pedal is valid at the current moment;

[0039] The control module is used to control the braking of the vehicle according to the gear change direction of the vehicle and the current driving direction of the vehicle when the effectiveness of the brake pedal at the current moment is invalid.

[0040] In a possible implementation, the determination module is used to determine the theoretical acceleration of the vehicle at the current moment according to the braking signal, the power signal and the slope signal of the vehicle at the current moment;

[0041] According to the driving speed of the vehicle at the current moment, the actual acceleration of the vehicle at the current moment is determined.

[0042] In a possible implementation, the braking signal of the vehicle at the current moment includes the opening degree of the brake pedal of the vehicle at the current moment, the power signal of the vehicle at the current moment includes the opening degree of the accelerator pedal of the vehicle at the current moment, and the slope signal of the vehicle includes the slope of the road where the vehicle is located at the current moment;

[0043] The determination module is used to determine the first acceleration according to the opening degree of the brake pedal of the vehicle at a current moment;

[0044] Determining a second acceleration according to the opening degree of the accelerator pedal of the vehicle at the current moment;

[0045] determining a third acceleration according to the slope of the road on which the vehicle is located at the current moment;

[0046] A theoretical acceleration of the vehicle at the current moment is determined according to the first acceleration, the second acceleration, and the third acceleration.

[0047] In a possible implementation, the acquisition module is further used to acquire the driving speed of the vehicle at a reference time, where the reference time is adjacent to the current time and before the current time;

[0048] The determination module is used to determine the actual acceleration of the vehicle at the current moment according to the driving speed of the vehicle at the current moment, the driving speed of the vehicle at the reference moment, the current moment and the reference moment.

[0049] In a possible implementation, the determination module is further used to determine the validity of the braking signal, where the validity of the braking signal is used to indicate whether the braking signal is valid;

[0050] The determination module is used to determine the theoretical acceleration and actual acceleration of the vehicle at the current moment according to the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment when the validity of the braking signal indicates that the braking signal is valid.

[0051] In a possible implementation, the determination module is used to determine an absolute value of a difference between a theoretical acceleration and an actual acceleration of the vehicle at the current moment;

[0052] In the case where the absolute value of the difference is greater than a reference value, determining that the effectiveness of the brake pedal of the vehicle at the current moment is invalid;

[0053] When the absolute value of the difference is not greater than the reference value, the effectiveness of the brake pedal of the vehicle at the current moment is determined to be effective.

[0054] In one possible implementation, the control module is used to control the vehicle braking according to the braking force corresponding to the gear change degree of the vehicle to slow down the vehicle when the gear change direction of the vehicle is opposite to the current driving direction of the vehicle.

[0055] In a possible implementation manner, the device further includes:

[0056] The display module is used to display a prompt message when the validity of the brake pedal is invalid at the current moment, and the prompt message is used to indicate that the brake pedal of the vehicle is invalid.

[0057] On the other hand, an embodiment of the present application provides a computer device, which includes a processor and a memory, wherein the memory stores at least one program code, and the at least one program code is loaded and executed by the processor so that the computer device implements any of the above-mentioned vehicle braking control methods.

[0058] On the other hand, a computer-readable storage medium is provided, in which at least one program code is stored. The at least one program code is loaded and executed by a processor so that a computer implements any of the above-mentioned vehicle braking control methods.

[0059] On the other hand, a computer program or a computer program product is also provided, wherein at least one computer instruction is stored in the computer program or the computer program product, and the at least one computer instruction is loaded and executed by a processor so that the computer implements any of the above-mentioned vehicle braking control methods.

[0060] The technical solution provided by the embodiments of the present application brings at least the following beneficial effects:

[0061] The technical solution provided in the embodiment of the present application determines whether the brake pedal of the vehicle is valid at the current moment according to the current brake signal, power signal, slope signal and driving speed of the vehicle. When the brake pedal of the vehicle is invalid at the current moment, the vehicle braking is controlled by the gear change direction and the driving direction of the vehicle. This method provides the driver with a way to control the braking of the vehicle without affecting the normal driving experience of the driver, so that the vehicle can brake even when the brake pedal is invalid. Moreover, the present application does not require the addition of complex equipment, makes full use of the existing gears, has good economy, and the control and operation logic conforms to conventional driving habits and cognition, has high feasibility and high safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0063] Figure 1 It is a schematic diagram of an implementation environment of a vehicle braking control method provided in an embodiment of the present application;

[0064] Figure 2 is a flow chart of a vehicle braking control method provided by an embodiment of the present application;

[0065] Figure 3 is a flow chart of a vehicle braking control method provided by an embodiment of the present application;

[0066] Figure 4 is a schematic diagram of a vehicle provided in an embodiment of the present application;

[0067] Figure 5 is a structural schematic diagram of a vehicle braking control device provided in an embodiment of the present application;

[0068] Figure 6 It is a structural diagram of a terminal device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0069] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0070] It should be noted that the terms "first", "second", etc. in this application are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0071] With the rapid development of vehicle technology and the continuous improvement of people's living standards, the number of vehicles in the country is increasing, and there are more and more vehicles on the road. When the brakes of a vehicle fail, the vehicle is out of control, and serious traffic accidents may occur, causing damage to the life and property of the driver. Therefore, brake control, as a key technology of vehicle safety control system, has received more and more attention, and how to control the vehicle when the brakes fail has also received widespread attention.

[0072] In the related art, when the brake pedal of a vehicle fails, an experienced driver is required to use the engine to reverse brake by downshifting, or to forcibly brake the vehicle by hitting an obstacle on the road, or to brake the vehicle by auxiliary braking devices such as handbrakes and electronic parking brakes.

[0073] However, there are at least the following problems in the related technologies: these solutions are difficult to operate or have limited effects. For example, reverse braking by downshifting the engine requires the driver to have high operating skills. Otherwise, in an emergency, not only will the braking effect be limited, but it may also cause other uncontrolled dangers and damage to the vehicle. The method of forcibly braking a vehicle by roadside obstacles has high requirements on the vehicle's driving environment, which makes the vehicle's braking flexibility poor, and will damage the vehicle, causing losses to the driver and society, resulting in low safety of vehicle braking. The braking effect of other auxiliary devices such as handbrakes and electronic parking brakes is not as effective as the vehicle's brake pedal, and some intelligent vehicles have cancelled the handbrake configuration, further reducing the feasibility of this method. Therefore, a vehicle braking control method is needed to make the vehicle braking more flexible, more feasible, and safer.

[0074] Figure 1 is a schematic diagram of an implementation environment of a vehicle braking control method provided in an embodiment of the present application, such as Figure 1 As shown, the implementation environment includes: a terminal device 101. The terminal device 101 is used to execute the vehicle braking control method provided in the embodiment of the present application.

[0075] The terminal device 101 may be a vehicle-mounted terminal, a vehicle controller, or any device that can control a vehicle. Optionally, the terminal device is any electronic product that can perform human-computer interaction with a user through one or more methods such as a keyboard, a touch pad, a touch screen, a remote control, voice interaction, or a handwriting device. For example, the terminal device 101 may be a PC (Personal Computer), a mobile phone, a smart phone, a PDA (Personal Digital Assistant), a wearable device, a PPC (Pocket PC), a tablet computer, a smart car machine, a smart TV, a smart speaker, etc.

[0076] Those skilled in the art should understand that the above-mentioned terminal device 101 is only an example, and other existing or future terminal devices, if applicable to the present application, should also be included in the protection scope of the present application and are included here by reference.

[0077] The present application provides a vehicle braking control method, which can be applied to the above Figure 1 The implementation environment shown is Figure 2 As an example, the flowchart of a vehicle braking control method provided by the embodiment of the present application is shown in FIG. Figure 1 The terminal device 101 in the embodiment is executed. Figure 2 As shown, the method includes the following steps 201 to 204:

[0078] In step 201, the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment are obtained.

[0079] In one possible implementation, a brake sensor, a throttle sensor, a slope sensor and a vehicle speed sensor are installed in the vehicle, wherein the brake sensor is used to obtain the vehicle's brake signal, the throttle sensor is used to obtain the vehicle's power signal, the slope sensor is used to identify the slope signal, and the vehicle speed sensor is used to detect the vehicle's driving speed.

[0080] Optionally, after the brake sensor detects the brake signal of the vehicle at the current moment, it sends the brake signal of the vehicle at the current moment to the terminal device, so that the terminal device obtains the brake signal of the vehicle at the current moment. After the throttle sensor detects the power signal of the vehicle at the current moment, it sends the power signal of the vehicle at the current moment to the terminal device, so that the terminal device obtains the power signal of the vehicle at the current moment. After the slope sensor detects the slope signal of the vehicle at the current moment, it sends the slope signal of the vehicle at the current moment to the terminal device, so that the terminal device obtains the slope signal of the vehicle at the current moment. After the speed sensor detects the driving speed of the vehicle at the current moment, it sends the driving speed of the vehicle at the current moment to the terminal device, so that the terminal device obtains the driving speed of the vehicle at the current moment.

[0081] It should be noted that the brake sensor, throttle sensor, slope sensor and speed sensor can detect the brake signal, power signal, slope signal and driving speed of the vehicle in real time, or detect the brake signal, power signal, slope signal and driving speed of the vehicle after a first time interval, which is not limited in the embodiments of the present application. Among them, the first time length is set based on experience or adjusted according to the implementation environment, which is not limited in the embodiments of the present application. Exemplarily, the first time length is 10 minutes.

[0082] In step 202, the theoretical acceleration and actual acceleration of the vehicle at the current moment are determined according to the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment.

[0083] In one possible implementation, after obtaining the braking signal of the vehicle at the current moment, it is necessary to first determine the validity of the braking signal of the vehicle at the current moment. The validity of the braking signal is used to indicate whether the braking signal is valid. When the braking signal of the vehicle at the current moment is valid, the theoretical acceleration and actual acceleration of the vehicle at the current moment are determined based on the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment.

[0084] Optionally, the process of determining the validity of the vehicle's brake signal at the current moment includes: based on the fact that the vehicle's brake signal at the current moment is empty, determining that the validity of the vehicle's brake signal at the current moment is invalid. Based on the fact that the vehicle's brake signal at each moment in a reference time period is the same, determining that the validity of the vehicle's brake signal at the current moment is invalid. Wherein, the end time of the reference time period is the current moment, and the duration of the reference time period is T, T is set based on experience, or adjusted according to the implementation environment, and the embodiment of the present application does not limit this. Optionally, T is the duration corresponding to the longest cycle in the activation cycle of the N gear brake control functions. Based on the fact that the vehicle's brake signal at the current moment is not empty, and the brake signals at each time in the reference time period are not exactly the same, determining that the validity of the vehicle's brake signal at the current moment is valid.

[0085] In a possible implementation, based on the validity of the vehicle's brake signal at the current moment being invalid, the gear brake control function is activated, and the vehicle brakes are controlled according to the gear change direction of the vehicle and the current driving direction of the vehicle, so that when the vehicle's brake signal is invalid, the driver can still brake the vehicle by shifting gears, so that the driver can control the vehicle to decelerate. If it is detected that the vehicle's brake signal is valid, the gear brake control function is turned off.

[0086] In one possible implementation, when the validity of the vehicle's braking signal at the current moment is valid, the process of determining the vehicle's theoretical acceleration and actual acceleration at the current moment based on the vehicle's braking signal, power signal, slope signal and driving speed at the current moment includes: determining the vehicle's theoretical acceleration at the current moment based on the vehicle's braking signal, power signal and slope signal at the current moment; determining the vehicle's actual acceleration at the current moment based on the vehicle's driving speed at the current moment.

[0087] Among them, the embodiment of the present application provides the following two methods to determine the theoretical acceleration of the vehicle at the current moment according to the braking signal, power signal and slope signal of the vehicle at the current moment.

[0088] Method 1: The braking signal of the vehicle at the current moment includes the opening degree of the vehicle's brake pedal at the current moment, the power signal of the vehicle at the current moment includes the opening degree of the vehicle's accelerator pedal at the current moment, and the slope signal of the vehicle at the current moment includes the slope of the road where the vehicle is located at the current moment. According to the opening degree of the vehicle's brake pedal at the current moment, the first acceleration is determined; according to the opening degree of the vehicle's accelerator pedal at the current moment, the second acceleration is determined; according to the slope of the road where the vehicle is located at the current moment, the third acceleration is determined; according to the first acceleration, the second acceleration and the third acceleration, the theoretical acceleration of the vehicle at the current moment is determined.

[0089] Optionally, based on the opening of the vehicle's brake pedal at a current moment, the process of determining the first acceleration includes: determining an optional acceleration corresponding to the opening of the vehicle's brake pedal at a current moment, and determining among the optional accelerations the optional acceleration corresponding to the vehicle's current driving speed as the first acceleration.

[0090] In one possible implementation, the process of determining the second acceleration based on the opening of the vehicle's accelerator pedal at the current moment includes: determining the second acceleration based on the opening of the vehicle's accelerator pedal at the current moment, the maximum power of the vehicle's engine, the mass of the vehicle, and the vehicle's driving speed at the current moment.

[0091] Optionally, according to the current opening degree of the vehicle's accelerator pedal, determine the second acceleration according to the following formula (1).

[0092]

[0093] In the above formula (1), a2 is the second acceleration, k is the coefficient, α is the opening degree of the vehicle's accelerator pedal at the current moment, and P max is the maximum power of the vehicle's engine, v is the vehicle's current speed, and m is the vehicle's mass. Among them, k is a sum coefficient related to the vehicle's transmission system efficiency and engine characteristics. It includes the influence of multiple factors such as the vehicle's own mechanical efficiency and transmission ratio on the driving force. It is generally determined by the vehicle's technical specifications and experimental data and is a dimensionless coefficient.

[0094] In a possible implementation, the process of determining the third acceleration according to the slope of the road where the vehicle is currently located includes: determining the third acceleration according to the slope of the road where the vehicle is currently located, the mass of the vehicle, and the acceleration of gravity.

[0095] Optionally, the third acceleration is determined according to the slope of the road on which the vehicle is currently located, according to the following formula (2).

[0096]

[0097] In the above formula (2), a3 is the third acceleration, m is the mass of the vehicle, g is the acceleration due to gravity, and θ is the slope of the road on which the vehicle is located at the current moment.

[0098] In a possible implementation, after determining the first acceleration, the second acceleration, and the third acceleration, the process of determining the theoretical acceleration of the vehicle at the current moment according to the first acceleration, the second acceleration, and the third acceleration includes: determining the theoretical acceleration of the vehicle at the current moment according to the following formula (3) based on the slope of the road where the vehicle is located at the current moment being not less than 0. determining the theoretical acceleration of the vehicle at the current moment according to the following formula (4) based on the slope of the road where the vehicle is located at the current moment being less than 0.

[0099] a 理论 =a2-a1-a3 (3)

[0100] a 理论 =a2-a1+a3 (4)

[0101] In the above formulas (3) and (4), a 理论 is the theoretical acceleration of the vehicle at the current moment, a1 is the first acceleration, a2 is the second acceleration, and a3 is the third acceleration.

[0102] Method 2: determine the braking force of the vehicle at the current moment based on the braking signal of the vehicle at the current moment; determine the driving force of the vehicle at the current moment based on the power signal of the vehicle at the current moment; determine the component of the vehicle's gravity along the slope at the current moment based on the slope signal of the vehicle at the current moment; determine the resultant force based on the braking force of the vehicle at the current moment, the driving force of the vehicle at the current moment and the component of the vehicle's gravity along the slope at the current moment; determine the theoretical acceleration of the vehicle at the current moment based on the resultant force and the mass of the vehicle.

[0103] Among them, the braking signal of the vehicle at the current moment includes the efficiency of the vehicle's braking system at the current moment, the pressure of the vehicle's braking line at the current moment and the piston area of ​​the vehicle's brake cylinder; the process of determining the braking force of the vehicle at the current moment based on the braking signal of the vehicle at the current moment includes: determining the braking force of the vehicle at the current moment based on the efficiency of the vehicle's braking system at the current moment, the pressure of the vehicle's braking line at the current moment and the piston area of ​​the vehicle's brake cylinder.

[0104] Optionally, the braking force of the vehicle at the current moment is determined according to the following formula (5) based on the efficiency of the vehicle's braking system at the current moment, the pressure of the vehicle's brake line at the current moment, and the piston area of ​​the vehicle's brake cylinder.

[0105] F 制动力 =η* P*A (5)

[0106] In the above formula (5), F 制动力is the braking force of the vehicle at the current moment, η is the efficiency of the vehicle's braking system at the current moment, P is the pressure of the vehicle's brake line at the current moment, and A is the piston area of ​​the vehicle's brake cylinder.

[0107] In a possible implementation, the power signal of the vehicle at the current moment includes the output torque of the engine of the vehicle at the current moment, the transmission ratio of the transmission system of the vehicle at the current moment, and the transmission efficiency of the transmission system of the vehicle at the current moment. The process of determining the driving force of the vehicle at the current moment according to the power signal of the vehicle at the current moment includes: determining the driving force of the vehicle at the current moment according to the output torque of the engine of the vehicle at the current moment, the transmission ratio of the transmission system of the vehicle at the current moment, and the transmission efficiency of the transmission system of the vehicle at the current moment.

[0108] Optionally, the driving force of the vehicle at the current moment is determined according to the following formula (6) based on the output torque of the vehicle's engine at the current moment, the transmission ratio of the vehicle's transmission system at the current moment, and the transmission efficiency of the vehicle's transmission system at the current moment.

[0109]

[0110] In the above formula (6), F 驱动力 is the driving force of the vehicle at the current moment, T is the output torque of the vehicle's engine at the current moment, i is the transmission ratio of the vehicle's transmission system at the current moment, μ is the transmission efficiency of the vehicle's transmission system at the current moment, and r is the wheel radius of the vehicle.

[0111] In one possible implementation, the slope signal of the vehicle at the current moment includes the slope of the road on which the vehicle is located at the current moment; the process of determining the component of the vehicle's gravity along the slope at the current moment based on the slope signal of the vehicle at the current moment includes: determining the component of the vehicle's gravity along the slope at the current moment based on the slope of the road on which the vehicle is located at the current moment, the mass of the vehicle and the acceleration of gravity.

[0112] Optionally, based on the slope of the road on which the vehicle is currently located, the mass of the vehicle and the gravitational acceleration, the component of the vehicle's gravity along the slope at the current moment is determined according to the following formula (7).

[0113] F 重力分力 =m*g*sinθ (7)

[0114] In the above formula (7), F 重力分力 is the component of the vehicle's gravity along the slope at the current moment, θ is the slope of the road the vehicle is on at the current moment, m is the mass of the vehicle, and g is the acceleration due to gravity.

[0115] In a possible implementation, after determining the braking force of the vehicle at the current moment, the driving force of the vehicle at the current moment, and the component of the vehicle's gravity along the slope at the current moment, based on the slope of the road where the vehicle is at the current moment being not less than 0, the resultant force is determined according to the braking force of the vehicle at the current moment, the driving force of the vehicle at the current moment, and the component of the vehicle's gravity along the slope at the current moment according to the following formula (8); based on the slope of the road where the vehicle is at the current moment being less than 0, the resultant force is determined according to the braking force of the vehicle at the current moment, the driving force of the vehicle at the current moment, and the component of the vehicle's gravity along the slope at the current moment according to the following formula (9).

[0116] F 合 =F 驱动力 -F 制动力 -F 重力分力 (8)

[0117] F 合 =F 驱动力 -F 制动力 +F 重力分力 (9)

[0118] In the above formulas (8) and (9), F 合 is the resultant force, F 制动力 is the braking force of the vehicle at the current moment, F 驱动力 is the driving force of the vehicle at the current moment, F 重力分力 is the component of the vehicle's gravity along the slope at the current moment.

[0119] In a possible implementation, the theoretical acceleration of the vehicle at the current moment is determined according to the resultant force and the mass of the vehicle according to the following formula (10).

[0120]

[0121] In the above formula (10), a 理论 is the theoretical acceleration of the vehicle at the current moment, F 合 is the resultant force, and m is the mass of the vehicle.

[0122] It should be noted that the theoretical acceleration of the vehicle at the current moment can be determined by the above-mentioned method 1, or by the above-mentioned method 2, or by other methods, and the embodiments of the present application do not limit this.

[0123] In a possible implementation, it is also necessary to obtain the driving speed of the vehicle at a reference time, where the reference time is adjacent to the current time and is before the current time. Optionally, the process of obtaining the driving speed of the vehicle at the reference time is similar to the process of obtaining the driving speed of the vehicle at the current time, and the embodiments of the present application will not be described in detail here.

[0124] The process of determining the actual acceleration of the vehicle at the current moment according to the vehicle's driving speed at the current moment includes: determining the actual acceleration of the vehicle at the current moment according to the vehicle's driving speed at the current moment, the vehicle's driving speed at the reference moment, the current moment and the reference moment.

[0125] Optionally, the actual acceleration of the vehicle at the current moment is determined according to the vehicle's driving speed at the current moment, the vehicle's driving speed at the reference moment, the current moment and the reference moment, according to the following formula (11).

[0126]

[0127] In the above formula (11), a 实际 is the actual acceleration of the vehicle at the current moment, v is the vehicle's speed at the current moment, v0 is the vehicle's speed at the reference moment, t is the current moment, and t0 is the reference moment.

[0128] In step 203, the effectiveness of the vehicle's brake pedal at the current moment is determined based on the theoretical acceleration and actual acceleration of the vehicle at the current moment. The effectiveness of the brake pedal at the current moment is used to indicate whether the brake pedal is effective at the current moment.

[0129] In one possible implementation, after the theoretical acceleration and actual acceleration of the vehicle at the current moment are determined in the above step 202, the process of determining the effectiveness of the vehicle's brake pedal at the current moment based on the theoretical acceleration and actual acceleration of the vehicle at the current moment includes: determining the absolute value of the difference between the theoretical acceleration and the actual acceleration of the vehicle at the current moment; when the absolute value of the difference is greater than a reference value, determining that the effectiveness of the vehicle's brake pedal at the current moment is invalid; when the absolute value of the difference is not greater than a reference value, determining that the effectiveness of the vehicle's brake pedal at the current moment is valid.

[0130] The reference value is set based on experience or adjusted according to the implementation environment, and the embodiments of the present application do not limit this. When the driver does not use the gear brake and still uses the brake pedal itself to complete the vehicle deceleration control, the reference value is increased to reduce unnecessary triggering of the gear brake function and avoid affecting the driver's control.

[0131] In step 204 , when the effectiveness of the brake pedal at the current moment is invalid, the vehicle braking is controlled according to the gear change direction of the vehicle and the current driving direction of the vehicle.

[0132] In a possible implementation, after determining the validity of the brake pedal at the current moment in the above step 203, when the validity of the brake pedal at the current moment is valid, the driver can use the brake pedal to brake the vehicle to decelerate the vehicle. When the validity of the brake pedal at the current moment is invalid, the gear brake control function is activated, and the vehicle brake is controlled according to the gear change direction of the vehicle and the current driving direction of the vehicle to decelerate the vehicle.

[0133] Optionally, the process of controlling the braking of the vehicle according to the gear change direction of the vehicle and the current driving direction of the vehicle includes: when the gear change direction of the vehicle is opposite to the current driving direction of the vehicle, controlling the braking of the vehicle according to the braking force corresponding to the gear change degree of the vehicle to decelerate the vehicle. When the gear change direction of the vehicle is the same as the current driving direction of the vehicle, no additional braking force is applied.

[0134] Among them, the gear change degree is also the number of gear changes. The gear change degree is proportional to the braking force corresponding to the gear change degree. That is, the higher the gear change degree, the greater the braking force corresponding to the gear change degree. Conversely, the lower the gear change degree, the smaller the braking force corresponding to the gear change degree.

[0135] Optionally, the difference between the current gear of the vehicle and the gear after the vehicle is changed is determined as the gear change degree.

[0136] Exemplarily, the following Table 1 is an exemplary table of gear change degrees provided in an embodiment of the present application.

[0137] Table 1

[0138]

[0139] In the above Table 1, when the current gear of the vehicle is R gear, the gear after the vehicle changes to N gear, and the vehicle slides in the backward direction, the corresponding gear change degree is 1; when the current gear of the vehicle is R gear, the gear after the vehicle changes to D1 gear, the corresponding gear change degree is 2; when the current gear of the vehicle is R gear, the gear after the vehicle changes to D2 gear, the corresponding gear change degree is 3; when the current gear of the vehicle is R gear, the gear after the vehicle changes to D3 gear, the corresponding gear change degree is 4. When the current gear of the vehicle is other, the gear after the vehicle changes to other, the corresponding gear change degree is shown in the above Table 1, and will not be repeated here.

[0140] It should be noted that the above Table 1 is only an exemplary table proposed in the embodiment of the present application, and the gears included therein are only examples of the present application, and do not limit the gears of the vehicle or the degree of gear change.

[0141] In a possible implementation, different gear change degrees correspond to different braking forces. After determining the gear change degree of the vehicle, the braking force corresponding to the gear change degree of the vehicle is determined, and then the vehicle is braked according to the braking force corresponding to the gear change degree of the vehicle. The following Table 2 is an exemplary table of the correspondence between the gear change degree and the braking force provided in an embodiment of the present application.

[0142] Table 2

[0143] Gear change degree 1 2 3 4 Braking force First braking force Second braking force The third braking force Fourth braking force

[0144] In the above Table 2, when the gear change degree is 1, the corresponding braking force is the first braking force; when the gear change degree is 2, the corresponding braking force is the second braking force; when the gear change degree is 3, the corresponding braking force is the third braking force; when the gear change degree is 4, the corresponding braking force is the fourth braking force. Among them, the fourth braking force is greater than the third braking force, the third braking force is greater than the second braking force, and the second braking force is greater than the first braking force.

[0145] It should be noted that the above Table 2 is only an exemplary table of the correspondence between the gear change degree and the braking force provided in the embodiment of the present application, and does not limit the correspondence between the gear change degree and the braking force.

[0146] For example, when the vehicle is currently traveling forward in the D3 gear, if the driver changes the gear position of the vehicle to the D2 gear, the vehicle is braked according to the first braking force while downshifting.

[0147] When the vehicle is currently moving forward in the D3 gear, if the driver changes the gear position of the vehicle to the D1 gear, the vehicle is braked according to the second braking force while downshifting. For an automatic control vehicle with only one D gear, there is no downshift, and there is no process of controlling the vehicle brake according to the first braking force and controlling the vehicle brake according to the second braking force.

[0148] When the vehicle is currently moving forward in the D3 gear, if the driver changes the gear position of the vehicle to the N gear, that is, the driver wants the vehicle to slide in the forward direction of the N gear, then while changing the gear position, the vehicle braking is controlled according to the third braking force. It should be noted here that if the vehicle's driving speed is higher than the reference driving speed, the vehicle's gear position will be changed to the N gear after staying for the target time. This is to avoid accidental touch by the driver. When the vehicle's driving speed is not higher than the reference driving speed, the vehicle's gear position is directly changed to the N gear. Among them, the reference driving speed and the target duration are set based on experience, or adjusted according to the implementation environment, and the embodiments of the present application do not limit this. For example, the reference driving speed is 50 kilometers per hour, and the target duration is 1 second.

[0149] When the vehicle is currently moving forward in the D3 gear, if the driver changes the gear position of the vehicle to the R gear, the vehicle will not be switched to the R gear until the driving speed drops to the gear position that satisfies the reverse direction shift. However, the vehicle is braked according to the fourth braking force until the driving speed of the vehicle satisfies the gear position that satisfies the reverse direction shift. If the driver still wants to switch to the R gear, the vehicle is switched to the R gear. If the driver subsequently wants to operate to other gears, the corresponding braking control is responded until the vehicle stops. Among them, the driving speed of the vehicle satisfies the gear position that satisfies the reverse direction shift means that the driving speed of the vehicle is not greater than the target driving speed. The target driving speed is set based on experience or adjusted according to the implementation environment, and the embodiments of the present application do not limit this. For example, the target driving speed is 5 kilometers per hour.

[0150] In a possible implementation, when the vehicle is currently coasting in the N gear, if it is coasting in the forward direction, the driver switches the gear to the D gear, and the vehicle is conventionally driven. If the driver switches the gear to the R gear, since the gear change direction is opposite to the vehicle's driving direction, it cannot be directly switched to the R gear, and the vehicle is braked according to the first braking force until the vehicle's driving speed meets the gear change in the opposite direction, and the gear is switched to the R gear. When the vehicle is currently coasting in the N gear, if it is coasting in the reverse direction, the driver switches the gear to the R gear, and the vehicle is conventionally driven. If the driver switches the gear to the D1 gear, since the gear change direction is opposite to the vehicle's driving direction, it cannot be directly switched to the D1 gear, and the vehicle is braked according to the first braking force until the vehicle's driving speed meets the gear change in the opposite direction, and the gear is switched to the D1 gear. If the driver switches the gear to D2, the gear change direction is opposite to the vehicle's driving direction and cannot be directly switched to D2. The vehicle is braked according to the second braking force until the vehicle's driving speed meets the gear change in the opposite direction, and the gear is switched to D2. If the driver switches the gear to D3, the gear change direction is opposite to the vehicle's driving direction and cannot be directly switched to D3. The vehicle is braked according to the third braking force until the vehicle's driving speed meets the gear change in the opposite direction, and the gear is switched to D3.

[0151] In another possible implementation, when the vehicle is currently traveling in the R gear, if the driver switches the gear to the N gear, that is, the driver wants the vehicle to slide in the N gear in the reverse direction, since the gear change direction is opposite to the vehicle's traveling direction, the vehicle is braked according to the first braking force when the gear is switched to the N gear. If the driver switches the gear to the D1 gear, the gear is not switched to the D1 gear before the driving speed drops to the gear position that satisfies the reverse direction, and the vehicle is braked according to the second braking force until the driving speed drops to the gear position that satisfies the reverse direction. If the driver still wants to switch to the D1 gear at this time, the gear is switched to the D1 gear. If the driver operates the gear to another gear, the corresponding braking control is responded. If the driver switches the gear to the D2 gear, the gear is not switched to the D2 gear before the driving speed drops to the gear position that satisfies the reverse direction, and the vehicle is braked according to the third braking force until the driving speed drops to the gear position that satisfies the reverse direction. If the driver still wants to switch to the D2 gear at this time, the gear is switched to the D2 gear. If the driver operates the gear to another gear, the corresponding braking control is responded. If the driver switches the gear to D3, the gear will not be switched to D3 until the driving speed drops to a level that satisfies the gear shifting in the opposite direction. The vehicle braking is controlled according to the fourth braking force until the driving speed drops to a level that satisfies the gear shifting in the opposite direction. If the driver still wants to switch to D3 at this time, the gear will be switched to D3. If the driver operates the gear to other gears again, the corresponding braking control will be responded to.

[0152] In one possible implementation, when the brake pedal is invalid at the current moment, a prompt message can also be displayed, the prompt message is used to indicate that the vehicle's brake pedal is invalid, and the prompt message is also used to indicate that the gear brake control function has been activated, and the vehicle is braked according to the gear change direction and the current driving direction of the vehicle.

[0153] Optionally, when the brake pedal is invalid at the current moment, voice data can also be played. The voice data is used to indicate that the vehicle's brake pedal is invalid. The voice data is also used to indicate that the gear brake control function has been activated to brake the vehicle according to the gear change direction and the vehicle's current driving direction.

[0154] Optionally, a brake pedal indicator light is installed on the vehicle, and when the brake pedal is valid, the brake pedal indicator light is always on. When the validity of the brake pedal is invalid at the current moment, the brake pedal indicator light can also be controlled to flash to let the driver know that the brake pedal of the vehicle is invalid.

[0155] In a possible implementation, the driver can also manually activate the gear brake control function. Optionally, when the driver continuously switches the gear in the opposite direction for more than a certain period of time, the gear brake control function is manually activated to control the vehicle brake according to the gear change direction and the current driving direction of the vehicle. The certain period of time is set based on experience or adjusted according to the implementation environment, and this embodiment of the application does not limit this. Optionally, the certain period of time is 1 second.

[0156] Optionally, when the driver wants to turn off the gear brake control function, the driver can step on the accelerator pedal. After the terminal device receives the trigger operation on the accelerator pedal, the gear brake control function is turned off. That is, the terminal device does not control the vehicle braking according to the gear change direction and the current driving direction of the vehicle.

[0157] It should be noted that, according to needs, only some of the trigger functions are used in actual vehicle configurations, or all of the trigger functions are used, that is, some vehicles only use the manual activation of the gear brake control function, some vehicles only use the automatic activation of the gear brake control function, and some vehicles use both the manual activation of the gear brake control function and the automatic activation of the gear brake control function. This makes the activation methods of the gear brake control function diversified.

[0158] In a possible implementation, when the vehicle switches between the R gear and the D gear, when the vehicle's driving speed is lower than the threshold value A but higher than the threshold value B, while the vehicle is braked according to the brake control corresponding to the gear change degree, the throttle can also be shielded for a period of time (such as 2 seconds), so that when the vehicle switches gears at low speed to adjust the driving direction, the driving speed can be reduced faster, thereby reaching the gear shifting condition faster, increasing the gear switching speed, and protecting the gear shifting mechanism at the same time. Among them, the threshold value A and the threshold value B are both set based on experience, or adjusted according to the implementation environment, and the embodiments of the present application are not limited to this. For example, the threshold value A is 10 kilometers per hour, and the threshold value B is 1 kilometer per hour.

[0159] For example, when the gear of the vehicle is switched from R gear to D1 gear, if the vehicle is traveling at a speed of 8 km / h, the vehicle is braked according to the second braking force and the accelerator is shielded for 2 seconds.

[0160] The above method determines whether the vehicle's brake pedal is valid at the current moment based on the vehicle's current brake signal, power signal, slope signal and driving speed. When the vehicle's brake pedal is invalid at the current moment, the vehicle's braking is controlled by the gear change direction and the vehicle's driving direction. This method provides the driver with a way to control the vehicle's braking without affecting the driver's normal driving experience, so that the vehicle can brake even when the brake pedal is invalid. Moreover, the present application does not require additional complex equipment, makes full use of existing gears, has good economy, and the control and operation logic conforms to conventional driving habits and cognition, has high feasibility and high safety.

[0161] In addition, if the vehicle's brake pedal is invalid at the current moment, a prompt message will be displayed to let the driver know that the vehicle's brake pedal is invalid.

[0162] In addition, the driver can also manually activate the gear brake control function, which can avoid the automatic judgment of brake pedal failure and provide the driver with a manual activation method, which can further improve the practicality of the gear brake control function without affecting the normal driving experience. The accuracy of the automatic activation of the gear brake control function can be improved by learning the database of the manual activation of the gear brake control function and the automatic activation of the gear brake control function.

[0163] Figure 3 is a flow chart of a vehicle braking control method provided by an embodiment of the present application, such as Figure 3 As shown, the method includes the following steps 301 to 307.

[0164] 301. Obtain the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment.

[0165] In a possible implementation, the process of obtaining the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment has been described in the above step 201 and will not be repeated here.

[0166] 302. Determine whether the brake signal is valid.

[0167] In a possible implementation, the process of determining whether the braking signal is valid has been described in the above step 202 and will not be repeated here.

[0168] If the braking signal is valid, step 303 is executed; if the braking signal is invalid, step 305 is executed.

[0169] 303. Determine the theoretical acceleration and actual acceleration of the vehicle at the current moment according to the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment.

[0170] In one possible implementation, the process of determining the theoretical acceleration and actual acceleration of the vehicle at the current moment based on the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment has been described in the above step 202 and will not be repeated here.

[0171] 304. Determine whether the brake pedal of the vehicle is effective at the current moment based on the theoretical acceleration and actual acceleration of the vehicle at the current moment.

[0172] In a possible implementation, the process of determining whether the brake pedal of the vehicle is valid at the current moment based on the theoretical acceleration and actual acceleration of the vehicle at the current moment has been described in the above step 203 and will not be repeated here.

[0173] Based on the fact that the brake pedal is invalid at the current moment, steps 305 and 306 are executed; based on the fact that the brake pedal is valid at the current moment, step 307 is executed.

[0174] 305. Control the vehicle braking according to the gear change direction of the vehicle and the current driving direction of the vehicle.

[0175] In a possible implementation, the process of controlling the braking of the vehicle according to the gear change direction of the vehicle and the current driving direction of the vehicle has been described in the above step 204 and will not be repeated here.

[0176] 306. Display prompt information.

[0177] In a possible implementation, the process of displaying the prompt information has been described in the above step 204 and will not be repeated here.

[0178] 307. Brake the vehicle according to conventional braking control.

[0179] In a possible implementation, the vehicle is braked according to conventional braking control, that is, the vehicle is braked by stepping on the brake pedal.

[0180] Figure 4 It is a schematic diagram of a vehicle provided in an embodiment of the present application, in which a brake sensor 401, a slope sensor 402, a throttle sensor 403, a vehicle speed sensor 404, and a terminal device 405 are installed, and the vehicle has a gear brake control function.

[0181] The brake sensor 401 sends the brake signal of the vehicle at the current moment to the terminal device 405; the slope sensor 402 sends the slope signal of the vehicle at the current moment to the terminal device; the throttle sensor 403 sends the power signal of the vehicle at the current moment to the terminal device 405; the vehicle speed sensor 404 sends the vehicle's current driving speed to the terminal device 405.

[0182] The terminal device 405 determines whether the braking signal of the vehicle is valid at the current moment. If the braking signal of the vehicle is valid at the current moment, the theoretical acceleration and actual acceleration of the vehicle at the current moment are determined according to the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment; the effectiveness of the brake pedal of the vehicle at the current moment is determined according to the theoretical acceleration and actual acceleration of the vehicle at the current moment. If the effectiveness of the brake pedal of the vehicle at the current moment is invalid, the gear brake control function is activated through the second communication line to control the vehicle braking according to the gear change direction of the vehicle and the current driving direction of the vehicle.

[0183] Figure 5 FIG. 1 is a schematic diagram of the structure of a vehicle brake control device provided in an embodiment of the present application. Figure 5 As shown, the device comprises:

[0184] The acquisition module 501 is used to acquire the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment;

[0185] The determination module 502 is used to determine the theoretical acceleration and actual acceleration of the vehicle at the current moment according to the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment;

[0186] The determination module 502 is further used to determine the effectiveness of the brake pedal of the vehicle at the current moment according to the theoretical acceleration and the actual acceleration of the vehicle at the current moment, and the effectiveness of the brake pedal at the current moment is used to indicate whether the brake pedal is effective at the current moment;

[0187] The control module 503 is used to control the vehicle braking according to the gear change direction of the vehicle and the current driving direction of the vehicle when the effectiveness of the brake pedal at the current moment is invalid.

[0188] In one possible implementation, the determination module 502 is used to determine the theoretical acceleration of the vehicle at the current moment according to the braking signal, power signal and slope signal of the vehicle at the current moment; and to determine the actual acceleration of the vehicle at the current moment according to the driving speed of the vehicle at the current moment.

[0189] In a possible implementation, the braking signal of the vehicle at the current moment includes the opening degree of the brake pedal of the vehicle at the current moment, the power signal of the vehicle at the current moment includes the opening degree of the accelerator pedal of the vehicle at the current moment, and the slope signal of the vehicle includes the slope of the road where the vehicle is located at the current moment;

[0190] Determination module 502 is used to determine a first acceleration according to the opening degree of the vehicle's brake pedal at the current moment; determine a second acceleration according to the opening degree of the vehicle's accelerator pedal at the current moment; determine a third acceleration according to the slope of the road on which the vehicle is located at the current moment; and determine a theoretical acceleration of the vehicle at the current moment based on the first acceleration, the second acceleration and the third acceleration.

[0191] In a possible implementation, the acquisition module 501 is further used to acquire the driving speed of the vehicle at a reference time, where the reference time is adjacent to the current time and before the current time;

[0192] The determination module 502 is used to determine the actual acceleration of the vehicle at the current moment according to the driving speed of the vehicle at the current moment, the driving speed of the vehicle at the reference moment, the current moment and the reference moment.

[0193] In a possible implementation, the determination module 502 is further used to determine the validity of the braking signal, where the validity of the braking signal is used to indicate whether the braking signal is valid;

[0194] The determination module 502 is used to determine the theoretical acceleration and actual acceleration of the vehicle at the current moment according to the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment when the effectiveness of the braking signal indicates that the braking signal is effective.

[0195] In one possible implementation, the determination module 502 is used to determine the absolute value of the difference between the theoretical acceleration and the actual acceleration of the vehicle at the current moment; when the absolute value of the difference is greater than a reference value, it is determined that the effectiveness of the vehicle's brake pedal at the current moment is invalid; when the absolute value of the difference is not greater than a reference value, it is determined that the effectiveness of the vehicle's brake pedal at the current moment is valid.

[0196] In one possible implementation, the control module 503 is used to control the vehicle braking to decelerate the vehicle according to the braking force corresponding to the gear change degree of the vehicle when the gear change direction of the vehicle is opposite to the current driving direction of the vehicle.

[0197] In a possible implementation, the device further includes:

[0198] The display module is used to display a prompt message when the brake pedal is invalid at the current moment, and the prompt message is used to indicate that the brake pedal of the vehicle is invalid.

[0199] The above device determines whether the vehicle's brake pedal is valid at the current moment based on the vehicle's current brake signal, power signal, slope signal and driving speed. When the vehicle's brake pedal is invalid at the current moment, the vehicle's braking is controlled by the gear change direction and the vehicle's driving direction. Without affecting the driver's normal driving experience, the driver is provided with a way to control the vehicle's braking so that the vehicle can brake even when the brake pedal is invalid. Moreover, the present application does not require additional complex equipment, fully utilizes the existing gears, has good economy, and the control and operation logic conforms to conventional driving habits and cognition, with high feasibility and high safety.

[0200] It should be understood that the above-mentioned device only uses the division of the above-mentioned functional modules as an example to illustrate when implementing its functions. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the device and method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process is detailed in the method embodiment, which will not be repeated here.

[0201] Figure 6 The structural block diagram of a terminal device 600 provided by an exemplary embodiment of the present application is shown. The terminal device 600 may be any electronic device product that can interact with a user through one or more methods such as a keyboard, a touchpad, a remote controller, voice interaction, or a handwriting device. For example, a PC (Personal Computer), a mobile phone, a smart phone, a PDA (Personal Digital Assistant), a wearable device, a PPC (Pocket PC), a tablet computer, a smart car machine, a smart TV, a smart speaker, a smart watch, etc.

[0202] Typically, the terminal device 600 includes: a processor 601 and a memory 602 .

[0203] The processor 601 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 601 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 601 may also include a main processor and a coprocessor. The main processor is a processor for processing data in an awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in a standby state. In some embodiments, the processor 601 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 601 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0204] The memory 602 may include one or more computer-readable storage media, which may be non-transitory. The memory 602 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 602 is used to store at least one instruction, which is used to be executed by the processor 601 to implement the vehicle braking control method provided in the method embodiment of the present application.

[0205] In some embodiments, the terminal device 600 may further optionally include: a peripheral device interface 603 and at least one peripheral device. The processor 601, the memory 602 and the peripheral device interface 603 may be connected via a bus or a signal line. Each peripheral device may be connected to the peripheral device interface 603 via a bus, a signal line or a circuit board. Specifically, the peripheral device includes: at least one of a radio frequency circuit 604, a display screen 605, a camera assembly 606, an audio circuit 607 and a power supply 608.

[0206] The peripheral device interface 603 may be used to connect at least one peripheral device related to I / O (Input / Output) to the processor 601 and the memory 602. In some embodiments, the processor 601, the memory 602, and the peripheral device interface 603 are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor 601, the memory 602, and the peripheral device interface 603 may be implemented on a separate chip or circuit board, which is not limited in this embodiment.

[0207] The radio frequency circuit 604 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The radio frequency circuit 604 communicates with the communication network and other communication devices through electromagnetic signals. The radio frequency circuit 604 converts the electrical signal into an electromagnetic signal for transmission, or converts the received electromagnetic signal into an electrical signal. Optionally, the radio frequency circuit 604 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The radio frequency circuit 604 can communicate with other terminal devices through at least one wireless communication protocol. The wireless communication protocol includes but is not limited to: the World Wide Web, a metropolitan area network, an intranet, various generations of mobile communication networks (2G, 3G, 4G and 5G), a wireless local area network and / or a WiFi (Wireless Fidelity) network. In some embodiments, the radio frequency circuit 604 may also include circuits related to NFC (Near Field Communication), which is not limited in this application.

[0208] The display screen 605 is used to display the UI (User Interface). The UI may include graphics, text, icons, videos, and any combination thereof. When the display screen 605 is a touch display screen, the display screen 605 also has the ability to collect touch signals on the surface or above the surface of the display screen 605. The touch signal can be input to the processor 601 as a control signal for processing. At this time, the display screen 605 can also be used to provide virtual buttons and / or virtual keyboards, also known as soft buttons and / or soft keyboards. In some embodiments, the display screen 605 can be one, set on the front panel of the terminal device 600; in other embodiments, the display screen 605 can be at least two, respectively set on different surfaces of the terminal device 600 or in a folding design; in other embodiments, the display screen 605 can be a flexible display screen, set on the curved surface or folding surface of the terminal device 600. Even, the display screen 605 can also be set to a non-rectangular irregular shape, that is, a special-shaped screen. The display screen 605 can be made of materials such as LCD (Liquid Crystal Display), OLED (Organic Light-Emitting Diode, organic light-emitting diode).

[0209] The camera assembly 606 is used to capture images or videos. Optionally, the camera assembly 606 includes a front camera and a rear camera. Typically, the front camera is arranged on the front panel of the terminal device 600, and the rear camera is arranged on the back of the terminal device 600. In some embodiments, there are at least two rear cameras, which are any one of a main camera, a depth of field camera, a wide-angle camera, and a telephoto camera, so as to realize the fusion of the main camera and the depth of field camera to realize the background blur function, the fusion of the main camera and the wide-angle camera to realize panoramic shooting and VR (Virtual Reality) shooting function or other fusion shooting functions. In some embodiments, the camera assembly 606 may also include a flash. The flash can be a monochrome temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm light flash and a cold light flash, which can be used for light compensation at different color temperatures.

[0210] The audio circuit 607 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, and convert the sound waves into electrical signals and input them into the processor 601 for processing, or input them into the radio frequency circuit 604 to achieve voice communication. For the purpose of stereo acquisition or noise reduction, there may be multiple microphones, which are respectively arranged at different parts of the terminal device 600. The microphone may also be an array microphone or an omnidirectional acquisition microphone. The speaker is used to convert the electrical signal from the processor 601 or the radio frequency circuit 604 into sound waves. The speaker may be a traditional film speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can not only convert the electrical signal into sound waves audible to humans, but also convert the electrical signal into sound waves inaudible to humans for purposes such as ranging. In some embodiments, the audio circuit 607 may also include a headphone jack.

[0211] The power supply 608 is used to power various components in the terminal device 600. The power supply 608 can be an alternating current, a direct current, a disposable battery, or a rechargeable battery. When the power supply 608 includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery charged through a wired line, and a wireless rechargeable battery is a battery charged through a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0212] In some embodiments, the terminal device 600 further includes one or more sensors 609 . The one or more sensors 609 include but are not limited to: an acceleration sensor 610 , a gyroscope sensor 611 , a pressure sensor 612 , an optical sensor 613 , and a proximity sensor 614 .

[0213] The acceleration sensor 610 can detect the magnitude of acceleration on the three coordinate axes of the coordinate system established by the terminal device 600. For example, the acceleration sensor 610 can be used to detect the components of gravity acceleration on the three coordinate axes. The processor 601 can control the display screen 605 to display the user interface in a horizontal view or a vertical view according to the gravity acceleration signal collected by the acceleration sensor 610. The acceleration sensor 610 can also be used to collect game or user motion data.

[0214] The gyroscope sensor 611 can detect the body direction and rotation angle of the terminal device 600, and the gyroscope sensor 611 can cooperate with the acceleration sensor 610 to collect the user's 3D actions on the terminal device 600. The processor 601 can implement the following functions based on the data collected by the gyroscope sensor 611: motion sensing (such as changing the UI according to the user's tilt operation), image stabilization during shooting, game control, and inertial navigation.

[0215] The pressure sensor 612 can be set on the side frame of the terminal device 600 and / or the lower layer of the display screen 605. When the pressure sensor 612 is set on the side frame of the terminal device 600, it can detect the user's holding signal of the terminal device 600, and the processor 601 performs left and right hand recognition or shortcut operation according to the holding signal collected by the pressure sensor 612. When the pressure sensor 612 is set on the lower layer of the display screen 605, the processor 601 controls the operability controls on the UI interface according to the user's pressure operation on the display screen 605. The operability controls include at least one of a button control, a scroll bar control, an icon control, and a menu control.

[0216] The optical sensor 613 is used to collect the ambient light intensity. In one embodiment, the processor 601 can control the display brightness of the display screen 605 according to the ambient light intensity collected by the optical sensor 613. Specifically, when the ambient light intensity is high, the display brightness of the display screen 605 is increased; when the ambient light intensity is low, the display brightness of the display screen 605 is reduced. In another embodiment, the processor 601 can also dynamically adjust the shooting parameters of the camera assembly 606 according to the ambient light intensity collected by the optical sensor 613.

[0217] The proximity sensor 614, also called a distance sensor, is usually arranged on the front panel of the terminal device 600. The proximity sensor 614 is used to collect the distance between the user and the front of the terminal device 600. In one embodiment, when the proximity sensor 614 detects that the distance between the user and the front of the terminal device 600 is gradually decreasing, the processor 601 controls the display screen 605 to switch from the screen-on state to the screen-off state; when the proximity sensor 614 detects that the distance between the user and the front of the terminal device 600 is gradually increasing, the processor 601 controls the display screen 605 to switch from the screen-off state to the screen-on state.

[0218] Those skilled in the art will understand that Figure 6 The structure shown in the figure does not constitute a limitation on the terminal device 600, and may include more or less components than those shown in the figure, or combine certain components, or adopt a different component arrangement.

[0219] In an exemplary embodiment, a computer-readable storage medium is further provided, in which at least one program code is stored. The at least one program code is loaded and executed by a processor to enable a computer to implement any of the above-mentioned vehicle braking control methods.

[0220] Optionally, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, etc.

[0221] In an exemplary embodiment, a computer program or a computer program product is also provided, wherein at least one computer instruction is stored in the computer program or the computer program product, and the at least one computer instruction is loaded and executed by a processor so that a computer implements any of the above-mentioned vehicle braking control methods.

[0222] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.) and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards of relevant countries and regions. For example, the brake signal, power signal, slope signal and driving speed involved in this application are all obtained with full authorization.

[0223] It should be understood that the "plurality" mentioned in this article refers to two or more. "And / or" describes the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the associated objects are in an "or" relationship.

[0224] The above description is only an exemplary embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the principles of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle braking control method, characterized in that: The method comprises: Obtain the vehicle's braking signal, power signal, slope signal and driving speed at the current moment; Determine the theoretical acceleration and actual acceleration of the vehicle at the current moment according to the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment; Determining the validity of a brake pedal of the vehicle at the current moment according to the theoretical acceleration and the actual acceleration of the vehicle at the current moment, wherein the validity of the brake pedal at the current moment is used to indicate whether the brake pedal is valid at the current moment; In a case where the effectiveness of the brake pedal at the current moment is invalid, the vehicle braking is controlled according to the gear change direction of the vehicle and the current driving direction of the vehicle.

2. The method according to claim 1, characterized in that Determining the theoretical acceleration and the actual acceleration of the vehicle at the current moment according to the braking signal, the power signal, the slope signal and the driving speed of the vehicle at the current moment includes: Determining a theoretical acceleration of the vehicle at the current moment according to a braking signal, a power signal and a slope signal of the vehicle at the current moment; According to the driving speed of the vehicle at the current moment, the actual acceleration of the vehicle at the current moment is determined.

3. The method according to claim 2, characterized in that The braking signal of the vehicle at the current moment includes the opening degree of the brake pedal of the vehicle at the current moment, the power signal of the vehicle at the current moment includes the opening degree of the accelerator pedal of the vehicle at the current moment, and the slope signal of the vehicle includes the slope of the road where the vehicle is located at the current moment; Determining the theoretical acceleration of the vehicle at the current moment according to the braking signal, the power signal and the slope signal of the vehicle at the current moment includes: Determining a first acceleration according to an opening degree of a brake pedal of the vehicle at a current moment; Determining a second acceleration according to the opening degree of the accelerator pedal of the vehicle at the current moment; determining a third acceleration according to the slope of the road on which the vehicle is located at the current moment; A theoretical acceleration of the vehicle at the current moment is determined according to the first acceleration, the second acceleration, and the third acceleration.

4. The method according to claim 2, characterized in that: The method further comprises: Acquire the driving speed of the vehicle at a reference time, where the reference time is adjacent to the current time and before the current time; Determining the actual acceleration of the vehicle at the current moment according to the driving speed of the vehicle at the current moment includes: An actual acceleration of the vehicle at the current moment is determined according to the driving speed of the vehicle at the current moment, the driving speed of the vehicle at the reference moment, the current moment and the reference moment.

5. The method according to any one of claims 1 to 4, characterized in that: After obtaining the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment, the method further includes: determining the validity of the braking signal, wherein the validity of the braking signal is used to indicate whether the braking signal is valid; Determining the theoretical acceleration and the actual acceleration of the vehicle at the current moment according to the braking signal, the power signal, the slope signal and the driving speed of the vehicle at the current moment includes: When the effectiveness of the braking signal indicates that the braking signal is effective, the theoretical acceleration and actual acceleration of the vehicle at the current moment are determined according to the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment.

6. The method according to any one of claims 1 to 4, characterized in that: Determining the effectiveness of the brake pedal of the vehicle at the current moment according to the theoretical acceleration and the actual acceleration of the vehicle at the current moment includes: Determining an absolute value of a difference between a theoretical acceleration and an actual acceleration of the vehicle at the current moment; In the case where the absolute value of the difference is greater than a reference value, determining that the effectiveness of the brake pedal of the vehicle at the current moment is invalid; When the absolute value of the difference is not greater than the reference value, the effectiveness of the brake pedal of the vehicle at the current moment is determined to be effective.

7. The method according to any one of claims 1 to 4, characterized in that: The step of controlling the vehicle braking according to the gear change direction of the vehicle and the current driving direction of the vehicle comprises: In the case that the gear change direction of the vehicle is opposite to the current driving direction of the vehicle, the vehicle is braked according to the braking force corresponding to the gear change degree of the vehicle to decelerate the vehicle.

8. The method according to any one of claims 1 to 4, characterized in that: The method further comprises: When the validity of the brake pedal at the current moment is invalid, a prompt message is displayed, wherein the prompt message is used to indicate that the brake pedal of the vehicle is invalid.

9. A vehicle brake control device, characterized in that: The device comprises: An acquisition module is used to acquire the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment; A determination module, used to determine the theoretical acceleration and actual acceleration of the vehicle at the current moment according to the braking signal, power signal, slope signal and driving speed of the vehicle at the current moment; The determination module is further used to determine the validity of the brake pedal of the vehicle at the current moment according to the theoretical acceleration and the actual acceleration of the vehicle at the current moment, wherein the validity of the brake pedal at the current moment is used to indicate whether the brake pedal is valid at the current moment; The control module is used to control the braking of the vehicle according to the gear change direction of the vehicle and the current driving direction of the vehicle when the effectiveness of the brake pedal at the current moment is invalid.

10. A computer device, characterized in that: The computer device includes a processor and a memory, wherein the memory stores at least one program code, and the at least one program code is loaded and executed by the processor so that the computer device implements the vehicle braking control method as described in any one of claims 1 to 8.

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