Vehicle braking control method, device and equipment, storage medium and vehicle

Abstract

The invention discloses a vehicle braking control method and device, equipment, a storage medium and a vehicle. The method comprises the steps that a first dynamic performance parameter and a first braking attribute parameter of the vehicle are obtained; according to the first dynamic performance parameter and the first braking attribute parameter, determining a required driving force when the vehicle runs according to the first dynamic performance parameter and the first braking attribute parameter; target expected deceleration corresponding to the first dynamic performance parameter and the first braking attribute parameter is determined from the corresponding relation among the first dynamic performance parameter, the first braking attribute parameter and the expected deceleration in the comfortable parking state; carrying out stress analysis calculation based on the target expected deceleration, and determining the corrected driving force of the vehicle; correcting the required driving force through the correction driving force to obtain an output driving force; and controlling a driving device of the vehicle to output the output driving force. By controlling the output device of the vehicle to output the output driving force, comfortable parking of the vehicle is achieved, and the driving experience of the vehicle is improved.

Description

Technical Field

[0001] This application belongs to the technical field of vehicle control, and particularly relates to a vehicle braking control method, device, equipment, storage medium and vehicle. Background Art

[0002] With the development of vehicle technology, in order to reduce the possibility of the vehicle lifting its head during braking and improve the driving experience of drivers and passengers, more and more vehicles are starting to be equipped with a comfortable parking function.

[0003] Since the comfortable parking function requires reducing the braking pressure, and in order to reduce the driver's operation on the brake pedal, the braking pressure should not decrease as the driver presses the brake pedal. This function can be achieved by decoupling the brake pedal and the brake master cylinder push rod. Therefore, only vehicles equipped with a decoupling braking system can complete the comfortable parking function.

[0004] However, only some vehicles are equipped with a decoupling braking system, and vehicles without a decoupling braking system will not be able to achieve the comfortable parking function of the vehicle, which is likely to cause the vehicle to lift its head during braking and affect the driving experience of drivers and passengers. Summary of the Invention

[0005] The embodiments of this application provide a vehicle braking control method, device, equipment, storage medium and vehicle, which improve the driving experience of the vehicle.

[0006] According to the first aspect of this application, a vehicle braking control method is provided, and the method includes:

[0007] Obtain the first dynamic performance parameter and the first braking attribute parameter of the vehicle;

[0008] According to the first dynamic performance parameter and the first braking attribute parameter, determine the required driving force when the vehicle travels according to the first dynamic performance parameter and the first braking attribute parameter;

[0009] Determine the target desired deceleration corresponding to the first dynamic performance parameter and the first braking attribute parameter from the relationship between the first dynamic performance parameter, the first braking attribute parameter and the desired deceleration in the comfortable parking state;

[0010] Based on the target desired deceleration, perform a force analysis calculation to determine the corrected driving force of the vehicle;

[0011] Correct the required driving force through the corrected driving force to obtain the output driving force;

[0012] Control the drive device of the vehicle to output the output driving force.

[0013] Optionally, the first dynamic performance parameter includes a first driving speed, and the first braking attribute parameter includes a first braking pressure;

[0014] Determine the required driving force when the vehicle travels according to the first dynamic performance parameter and the first braking attribute parameter based on the first dynamic performance parameter and the first braking attribute parameter, including:

[0015] Determine the target braking pressure corresponding to the first driving speed from the relationship between the driving speed and the braking pressure;

[0016] Determine the difference between the first braking pressure and the target braking pressure as the required driving force.

[0017] Optionally, before determining the target braking pressure corresponding to the first driving speed from the relationship between the driving speed and the braking pressure, the method further includes:

[0018] Query the target speed threshold corresponding to the first braking pressure from the relationship between the braking pressure and the speed threshold;

[0019] Determine that the first driving speed is less than or equal to the target speed threshold.

[0020] Optionally, perform a force analysis calculation based on the target expected deceleration to determine the corrected driving force of the vehicle, including:

[0021] Obtain the actual deceleration of the vehicle;

[0022] According to the actual deceleration and the target expected deceleration, perform correction through the PID algorithm to obtain the corrected driving force.

[0023] Optionally, performing correction through the PID algorithm according to the actual deceleration and the target expected deceleration to obtain the corrected driving force includes:

[0024] Determine a first deceleration error according to the difference between the actual deceleration and the target expected deceleration;

[0025] In the case where the deceleration error exists within the error range, solve the positional PID algorithm according to the first deceleration error to obtain a preset driving force;

[0026] Perform closed-loop correction on the preset driving force according to the preset driving range to obtain the corrected driving force.

[0027] Optionally, the positional PID algorithm includes:

[0028]

[0029] Wherein, U sp (k) is the first deceleration error, K p is the proportional coefficient, K i is the integral coefficient, Kd is the differential coefficient, E a (j) is the time integral of the first deceleration error, E a (k - 1) is the second deceleration error during the previous PID algorithm.

[0030] Optionally, the preset driving range is: [minimum driving force, maximum driving force];

[0031] Performing closed - loop correction on the preset driving force according to the preset driving range to obtain a corrected driving force, including:

[0032] When the preset driving force belongs to the preset driving range, determining the preset driving force as the corrected driving force;

[0033] When the preset driving force is less than the minimum driving force, determining the minimum driving force as the corrected driving force;

[0034] When the preset driving force is greater than the maximum driving force, determining the maximum driving force as the corrected driving force.

[0035] Optionally, controlling the driving device of the vehicle to output an output driving force, including:

[0036] Controlling the driving device of the vehicle to output an output driving force in a gradient manner.

[0037] According to the second aspect of the present application, there is provided a vehicle braking control device, which includes:

[0038] An acquisition module, configured to acquire the first dynamic performance parameter and the first braking attribute parameter of the vehicle;

[0039] A first determination module, configured to determine the required driving force when the vehicle travels according to the first dynamic performance parameter and the first braking attribute parameter based on the first dynamic performance parameter and the first braking attribute parameter;

[0040] A second determination module, configured to determine the target desired deceleration corresponding to the first dynamic performance parameter and the first braking attribute parameter from the relationship between the first dynamic performance parameter, the first braking attribute parameter and the desired deceleration in the comfortable parking state;

[0041] A third determination module, configured to perform a force analysis calculation based on the target desired deceleration to determine the corrected driving force of the vehicle;

[0042] A correction module, configured to correct the required driving force through the corrected driving force to obtain an output driving force;

[0043] A control module, configured to control the driving device of the vehicle to output an output driving force.

[0044] According to a third aspect of the present application, embodiments of the present application provide a vehicle braking control device, which includes: a processor and a memory storing computer program instructions;

[0045] When the processor executes the computer program instructions, it implements the vehicle braking control method according to any one of the first aspects.

[0046] According to a fourth aspect of the present application, embodiments of the present application provide a computer storage medium, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the vehicle braking control method according to any one of the first aspects is implemented.

[0047] According to a fifth aspect of the present application, embodiments of the present application provide a computer program product. When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device is caused to execute the vehicle braking control method according to any one of the first aspects.

[0048] According to a sixth aspect of the present application, embodiments of the present application provide a vehicle, which includes the vehicle braking control device according to any one of the second aspects and / or the vehicle braking control device according to any one of the third aspects.

[0049] The technical solutions provided by the embodiments of the present application at least bring the following beneficial effects:

[0050] Embodiments of the present application provide a vehicle braking control method, device, equipment and storage medium. After obtaining the first dynamic performance parameter and the first braking attribute parameter of the vehicle in the moving state, the required driving force during the braking process of the vehicle according to the first dynamic performance parameter and the first braking attribute parameter is determined, and the target deceleration when the vehicle stops comfortably according to the first dynamic performance parameter and the first braking attribute parameter is determined. The theoretically required corrected driving force when the vehicle stops comfortably is determined through the target deceleration, and then the output driving force during the actual braking process of the vehicle is corrected by using the corrected driving force to obtain the actual required output driving force for the vehicle to stop comfortably. By controlling the output device of the vehicle to output the output driving force, the control of the braking when the vehicle stops comfortably is realized, so that the vehicle can complete comfortable parking by controlling the output device, without the vehicle being equipped with a decoupled braking system, improving the driving and riding experience of the vehicle.

[0051] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The accompanying drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application, and do not constitute an improper limitation to the present application.

[0053] Figure 1 is a flowchart of a vehicle braking control method shown according to an exemplary embodiment;

[0054] Figure 2 is another flowchart of a vehicle braking control method shown according to an exemplary embodiment;

[0055] Figure 3 is another flowchart of a vehicle braking control method shown according to an exemplary embodiment;

[0056] Figure 4 is another flowchart of a vehicle braking control method shown according to an exemplary embodiment;

[0057] Figure 5 is another flowchart of a vehicle braking control method shown according to an exemplary embodiment;

[0058] Figure 6 is a structural block diagram of a vehicle braking control device shown according to an exemplary embodiment;

[0059] Figure 7 is a structural block diagram of a vehicle braking control device shown according to an exemplary embodiment. Detailed implementation manners

[0060] In order to be able to more clearly understand the above objects, features and advantages of the present disclosure, the solutions of the present disclosure will be further described below. It should be noted that, without conflict, the embodiments of the present disclosure and the features in the embodiments can be combined with each other.

[0061] In the following description, many specific details are set forth in order to fully understand the present disclosure, but the present disclosure can also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only a part of the embodiments of the present disclosure, rather than all of the embodiments.

[0062] As described in the background art, only some vehicles are equipped with a decoupled braking system, and vehicles without a decoupled braking system will not be able to achieve the comfortable parking function of the vehicle, and it is easy for the vehicle to have a head-up phenomenon during braking, affecting the driving and riding experience of the driver and passengers.

[0063] To solve the problems of the prior art, embodiments of the present application control the output device of the vehicle to output the output driving force, so as to realize the control of braking during comfortable parking of the vehicle, so that the vehicle can complete comfortable parking by controlling the output device without the vehicle being equipped with a decoupling braking system, improving the driving and riding experience of the vehicle.

[0064] Based on this, the present application provides a vehicle braking control method, device, equipment, storage medium and vehicle. First, the vehicle braking control method provided by the embodiments of the present application will be introduced. The system includes:

[0065] Figure 1 The structural block diagram of the vehicle braking control method provided by an embodiment of the present application is shown. As Figure 1 shown, in one embodiment, the method may include:

[0066] S101, obtain the first dynamic performance parameter and the first braking attribute parameter of the vehicle;

[0067] S102, determine the required driving force when the vehicle travels according to the first dynamic performance parameter and the first braking attribute parameter based on the first dynamic performance parameter and the first braking attribute parameter;

[0068] S103, determine the target desired deceleration corresponding to the first dynamic performance parameter and the first braking attribute parameter from the relationship between the first dynamic performance parameter, the first braking attribute parameter and the desired deceleration in the comfortable parking state;

[0069] S104, perform force analysis and calculation based on the target desired deceleration to determine the corrected driving force of the vehicle;

[0070] S105, correct the required driving force through the corrected driving force to obtain the output driving force;

[0071] S106, control the driving device of the vehicle to output the output driving force.

[0072] Based on the above embodiments, after obtaining the first dynamic performance parameters and the first braking attribute parameters of the vehicle in the moving state, the required driving force during the braking process of the vehicle according to the first dynamic performance parameters and the first braking attribute parameters is determined, and the target deceleration during the comfortable parking of the vehicle according to the first dynamic performance parameters and the first braking attribute parameters is determined. The theoretically required corrected driving force of the vehicle during comfortable parking is determined through the target deceleration, and then the output driving force of the vehicle during the actual braking process is corrected by using the corrected driving force to obtain the actual required output driving force for the vehicle to park comfortably. By controlling the output device of the vehicle to output this output driving force, the control of the braking during the comfortable parking of the vehicle is realized, so that the vehicle can complete comfortable parking by controlling the output device, without the vehicle being equipped with a decoupled braking system, improving the driving and riding experience of the vehicle.

[0073] In the above S101, the vehicle is provided with a variety of different sensors, and the first dynamic performance parameters and the first braking attribute parameters of the vehicle can be obtained through various different types of sensors.

[0074] As an example, the first dynamic parameters may include the driving speed, driving acceleration, driving deceleration, etc. of the vehicle.

[0075] As an example, the first braking attribute parameters may include the pressure of the vehicle's foot pedal, the braking pressure of the vehicle's braking system, etc.

[0076] In the above S102, the first dynamic performance parameters are the parameters of the vehicle in the driving state, while the first braking attribute parameters are the data parameters during the braking process of changing the vehicle from the driving state to the stopped state. In order to keep the vehicle in the driving state, the vehicle needs to be acted upon by a force, and the vehicle also needs to be acted upon by a force when changing from the driving state to the stopped state. Therefore, by analyzing the forces on the vehicle in each stage according to the first dynamic performance parameters and the first braking attribute parameters, the required driving force during the braking process of changing the vehicle from the driving state to the stopped state can be obtained.

[0077] In the above S103, in order to enable the vehicle to park comfortably, it needs to be achieved through an appropriate deceleration. However, the vehicle is originally affected by the forces brought by the first braking attribute parameters and the first dynamic performance parameters during the braking process. Therefore, it is necessary to combine the first braking attribute parameters and the first dynamic performance parameters to confirm the actual expected target deceleration during the comfortable parking of the vehicle according to the first braking attribute parameters and the first dynamic performance parameters.

[0078] In the above S104, when the expected target deceleration of the vehicle and the mass of the vehicle are known, by performing a force analysis calculation on the vehicle, the corrected driving force required for the vehicle to brake according to the expected target deceleration can be obtained.

[0079] In the above S105, by using the corrected driving force required for the vehicle to output a stop to correct the required driving force on the vehicle during the braking process, the actual required output driving force for the vehicle to stop comfortably can be obtained.

[0080] As an example, since the vehicle wheels and the ground interact during the parking braking process, actually, this output driving force is the force received by the vehicle wheels.

[0081] In the above S106, since the power source of the vehicle comes from the driving device of the vehicle, it is necessary to control the driving device of the vehicle to output the output driving force, so as to provide the output driving force to the vehicle, so that the vehicle can stop comfortably when braking with the first dynamic performance parameter and the first braking attribute parameter.

[0082] As an example, the driving device may include an internal combustion engine and a driving motor, etc.

[0083] As an example, since there is a loss in the process of the force generated by the vehicle driving device being transmitted to the wheels, actually, the force output by the vehicle driving device will be greater than the output driving force.

[0084] In order to improve the accuracy of the required driving force, the present application also provides another implementation manner of the vehicle braking control method.

[0085] The first dynamic performance parameter includes the first driving speed, and the first braking attribute parameter includes the first braking pressure.

[0086] Figure 2 Fig. shows another schematic flow chart of the vehicle braking control method provided by an embodiment of the present application, as Figure 2 shown, the above S102 may include:

[0087] S201, determining the target braking pressure corresponding to the first driving speed from the relationship between the driving speed and the braking pressure;

[0088] S202, determining the difference between the first braking pressure and the target braking pressure as the required driving force.

[0089] Based on the above embodiments, by first determining the target braking force of the vehicle when driving at the first driving speed, and then based on the first braking pressure exerted by the driver on the current braking system of the vehicle, determining the required driving force that the vehicle actually still needs for braking. Based on this, by analyzing the target braking force actually received by the vehicle and the required driving force given by the driver, the required driving force actually needed by the vehicle during the braking process can be determined, improving the accuracy of the vehicle in determining the required driving force.

[0090] In the above S201, during the process of the vehicle driving at the driving speed, there is a certain braking pressure in its braking system to maintain the driving speed of the vehicle. Therefore, according to the relationship between the driving speed and the braking pressure, the target braking force existing in the braking system during the vehicle driving at the first driving speed can be determined.

[0091] In the above S202, the first braking pressure is the first braking pressure required by the driver to control the braking system through the foot pedal, and the braking system is based on the pressure of the driver on the foot pedal. And when the vehicle drives at the first speed, there is a target braking force in the braking system. Therefore, for the vehicle to be controlled according to the driver's manipulation of the foot pedal, actually a force equal to the difference between the first braking pressure and the target braking pressure is also needed, that is, the required driving force.

[0092] In order to accurately determine the required driving force, the present application also provides another implementation manner of the vehicle braking control method.

[0093] Figure 3 Another flow schematic diagram of the vehicle braking control method provided by an embodiment of the present application is shown. As Figure 3 shown, before the above S201, the method may further include:

[0094] S301, query the target speed threshold corresponding to the first braking pressure from the relationship between the braking pressure and the speed threshold;

[0095] S302, determine that the first driving speed is less than or equal to the target speed threshold.

[0096] Based on the above embodiments, through the relationship between the braking pressure and the speed threshold, it is determined that when the vehicle controls the braking speed through the braking pressure, the maximum speed at which the braking control for comfortable parking needs to be turned on is the target speed threshold. Furthermore, it can be confirmed that the first driving speed of the vehicle when the braking control for comfortable parking is turned on is less than or equal to the target speed threshold. Thus, it can be ensured that the first driving speed when determining the required driving force is when the braking control for comfortable parking is turned on, thereby improving the accuracy of determining the required driving force.

[0097] In the above S301, the greater the braking pressure, the shorter the braking time of the vehicle. To ensure that the braking control for comfortable parking can be timely activated at an appropriate speed so that the vehicle can achieve comfortable parking, corresponding speed thresholds are set according to the magnitude of the braking pressure. Thus, the target speed threshold corresponding to the first braking pressure can be queried based on the magnitude of the first braking pressure.

[0098] Specifically, the smaller the braking pressure, the more time is left for the vehicle to perform braking control, so the target speed threshold is also smaller, and braking control can start from a smaller first speed, so the target speed threshold is also smaller; the greater the braking pressure, the shorter the time left for the vehicle to perform braking control, then braking control needs to start from a larger first speed, and the target speed threshold is also larger.

[0099] In the above S302, only when the first speed is less than or equal to the target speed threshold is it determined that the vehicle needs to perform braking to stop, and thus braking control for comfortable parking is required.

[0100] To improve the accuracy of the corrected driving force, the present application also provides another implementation manner of the vehicle braking control method.

[0101] Figure 4 Another process schematic diagram of the vehicle braking control method provided by an embodiment of the present application is shown. As Figure 4 shown, the above S104 may include:

[0102] S401, obtaining the actual deceleration of the vehicle;

[0103] S402, according to the actual deceleration and the target desired deceleration, obtaining the corrected driving force through PID algorithm correction.

[0104] Based on the above embodiment, in actual situations, since the masses and braking systems of each vehicle are different, after obtaining the actual deceleration of the vehicle during actual braking, for different vehicles, the PID algorithm is used to correct the target desired deceleration in the ideal state according to the actual deceleration, and the corrected driving force actually provided by the vehicle through the braking system is obtained. Thereby, the influence of the differences in mass and braking system of different vehicles on the corrected driving force of the vehicle is reduced, so that the corrected driving force is combined with the state of the vehicle itself, and the accuracy of the corrected driving force is improved.

[0105] In the above S401, the actual deceleration of the vehicle during braking can be directly obtained through the sensors provided on the vehicle.

[0106] In the above S402, in practice, there are deviations in the power systems and braking systems of different vehicles, and there are also certain variations in vehicle mass (unloaded state and fully loaded state). As a result, there are differences in the braking effects between different vehicles, which leads to different correction amounts that need to be corrected under the same first braking attribute parameters. And what can directly reflect the braking effect of a vehicle is the actual deceleration of the vehicle. Therefore, a correction algorithm can be used to correct the actual deceleration and the target expected deceleration of the vehicle, so as to reduce the influence of factors such as the power system, braking system, and mass on the vehicle and obtain a corrected driving force that better conforms to the vehicle's own attributes.

[0107] Specifically, the correction algorithm can be a PID algorithm. The PID algorithm is a control method that corrects according to the actual deceleration actually output by the vehicle. It is a method of correcting according to a rated standard when the deviation between the measured actual deceleration and the target expected deceleration occurs.

[0108] In one embodiment, according to the actual deceleration and the target expected deceleration, the corrected driving force is obtained through PID algorithm correction; it may include:

[0109] Determining a first deceleration error based on the difference between the actual deceleration and the target expected deceleration;

[0110] When the deceleration error exists within the error range, solving the positional PID algorithm according to the first deceleration error to obtain a preset driving force;

[0111] Performing closed-loop correction on the preset driving force according to the preset driving range to obtain the corrected driving force.

[0112] Specifically, by calculating the difference between the actual deceleration and the expected deceleration, a first deceleration error between the actual and the expected is determined.

[0113] Then, the first deceleration error is judged. It is judged whether the first deceleration error is within the allowable error range. If it is within the error range, it means that when there is a first deceleration error in the vehicle, comfortable parking control can be achieved by controlling the output driving force of the driving device. If the first deceleration error is not within the error range, comfortable parking control cannot be achieved by controlling the output driving force of the driving device, and re-detection is required until a deceleration error within the error range is obtained before further calculation can be performed; where the error range is: [-0.1 actual deceleration, +0.1 actual deceleration].

[0114] When the deceleration error exists within the error range, substituting the first deceleration error into the positional PID algorithm for solution to obtain a preset driving force; more specifically, the positional PID algorithm is:

[0115]

[0116] Among them, U sp (k) is the first deceleration error, K p is the proportional coefficient, K i is the integral coefficient, K d is the differential coefficient, E a (j) is the time integral of the first deceleration error, E a (k - 1) is the second deceleration error during the previous PID algorithm.

[0117] After obtaining the preset driving force, it is also necessary to judge the preset driving force according to the preset driving range, so as to determine whether the preset driving force meets the output range of the vehicle's driving device and protect the safety and stability of the driving device.

[0118] Among them, the preset driving range is: [minimum driving force, maximum driving force];

[0119] When the preset driving force belongs to the preset driving range, determine the preset driving force as the corrected driving force;

[0120] When the preset driving force is less than the minimum driving force, determine the minimum driving force as the corrected driving force;

[0121] When the preset driving force is greater than the maximum driving force, determine the maximum driving force as the corrected driving force.

[0122] Furthermore, due to the continuous changes in the actual deceleration and the target desired deceleration of the vehicle, during the actual calculation of the positional PID algorithm, K p , K i and K d coefficients can be adjusted through engineering calibration methods, and finally the control of the actual deceleration following the target desired deceleration is realized.

[0123] To improve the control effect of the driving device, the present application also provides another implementation manner of the vehicle braking control method.

[0124] Figure 5 Fig. shows another process schematic diagram of the vehicle braking control method provided by an embodiment of the present application. As Figure 5 shown, the above S106 may include:

[0125] S501, Gradient control the driving device of the vehicle to output the driving force.

[0126] Based on the above embodiments, by controlling the output driving force of the vehicle's driving device through gradients, the possibility of sudden changes during the change of the output driving force is reduced, the control effect on the driving device is improved, and thus the change curve of the output driving force during the braking process becomes smoother, the effect of comfortable parking is improved, and the driving experience of users is enhanced.

[0127] In the above S501, gradient control of the vehicle's driving device is achieved through a gradient control algorithm.

[0128] As an example, the gradient control algorithm may include: conjugate gradient method, gradient descent method, etc.

[0129] It should be noted that the application scenarios described in the embodiments of the present application above are for more clearly explaining the technical solutions of the embodiments of the present application, and do not constitute a limitation on the technical solutions provided by the embodiments of the present application. Those of ordinary skill in the art know that with the emergence of new application scenarios, the technical solutions provided by the embodiments of the present application are equally applicable to similar technical problems.

[0130] Based on the same inventive concept, the present application also provides a vehicle braking control device 600. Specifically, it will be described in detail in combination with Figure 6 for detailed description.

[0131] Figure 6 shows a schematic hardware structure diagram of the vehicle braking control device 600 provided by the embodiments of the present invention.

[0132] As Figure 6 shown, the vehicle braking control device 600 may include:

[0133] An acquisition module 610, configured to acquire the first dynamic performance parameter and the first braking attribute parameter of the vehicle;

[0134] A first determination module 620, configured to determine the required driving force of the vehicle when driving according to the first dynamic performance parameter and the first braking attribute parameter based on the first dynamic performance parameter and the first braking attribute parameter;

[0135] A second determination module 630, configured to determine the target desired deceleration corresponding to the first dynamic performance parameter and the first braking attribute parameter from the relationship between the first dynamic performance parameter, the first braking attribute parameter, and the desired deceleration in the comfortable parking state;

[0136] A third determination module 640, configured to perform a force analysis calculation based on the target desired deceleration to determine the corrected driving force of the vehicle;

[0137] A correction module 650, configured to correct the required driving force through the corrected driving force to obtain the output driving force;

[0138] A control module 660 for controlling the drive device of the vehicle to output the output driving force.

[0139] Based on the above embodiments, after the acquisition module 610 acquires the first dynamic performance parameter and the first braking attribute parameter of the vehicle in the moving state, the first determination module 620 determines the required driving force during the braking process of the vehicle according to the first dynamic performance parameter and the first braking attribute parameter, and the second determination module 630 determines the target deceleration when the vehicle performs a comfortable stop according to the first dynamic performance parameter and the first braking attribute parameter. The third determination module 640 determines the theoretically required corrected driving force of the vehicle during the comfortable stop through the target deceleration. The correction module 650 then corrects the output driving force of the vehicle during the actual braking process by using the corrected driving force to obtain the output driving force actually required for the vehicle to perform a comfortable stop. The control module 660 controls the output device of the vehicle to output the output driving force, thereby realizing the control of the braking during the comfortable stop of the vehicle, so that the vehicle can complete a comfortable stop by controlling the output device without the vehicle being equipped with a decoupling braking system, improving the driving and riding experience of the vehicle.

[0140] Optionally, the first determination module 620 may include:

[0141] A first determination unit for determining a target braking pressure corresponding to the first driving speed from the relationship between the driving speed and the braking pressure;

[0142] A second determination unit for determining the difference between the first braking pressure and the target braking pressure as the required driving force.

[0143] Optionally, the vehicle braking control device 600 may further include:

[0144] A query unit for querying a target speed threshold corresponding to the first braking pressure from the relationship between the braking pressure and the speed threshold;

[0145] A third determination unit for determining that the first driving speed is less than or equal to the target speed threshold.

[0146] Optionally, the third determination module 640 may include:

[0147] An acquisition unit for acquiring the actual deceleration of the vehicle;

[0148] A correction unit for correcting through a PID algorithm according to the actual deceleration and the target desired deceleration to obtain a corrected driving force.

[0149] Optionally, the control module 660 may include:

[0150] A control unit for controlling the drive device of the vehicle to output a driving force in terms of gradient.

[0151] The vehicle braking control method provided by the embodiments of the present application can achieve Figures 1-5 each process implemented by any of the embodiments of the vehicle braking control method, and can achieve the same technical effects. To avoid repetition, they will not be elaborated here.

[0152] Figure 7 The schematic diagram of the hardware structure of the vehicle braking control device provided by the embodiments of the present invention is shown.

[0153] The vehicle braking control device may include a processor 701 and a memory 702 storing computer program instructions.

[0154] Specifically, the above-mentioned processor 701 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present invention.

[0155] The memory 702 may include a mass storage for data or instructions. By way of example and not limitation, the memory 702 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disc, a magneto-optical disc, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. In a suitable case, the memory 702 may include a removable or non-removable (or fixed) medium. In a suitable case, the memory 702 may be internal or external to the integrated gateway disaster recovery device. In a specific embodiment, the memory 702 is a non-volatile solid state memory.

[0156] In a specific embodiment, the memory 702 may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage media device, an optical storage media device, a flash memory device, an electrical, optical, or other physical / tangible memory storage device. Thus, generally, the memory 702 includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors 701), it is operable to perform the operations described with reference to the method according to one aspect of the present application.

[0157] The processor 701 reads and executes the computer program instructions stored in the memory 702 to implement any one of the vehicle braking control methods in the above embodiments.

[0158] In one example, the vehicle braking control device may further include a communication interface 703 and a bus 704. As shown in the figure, the processor 701, the memory 702, and the communication interface 703 are connected through the bus 704 to complete communication with each other.

[0159] The communication interface 703 is mainly used to implement communication between various modules, devices, units, and / or devices in the embodiments of the present invention.

[0160] The bus 704 includes hardware, software, or both. By way of example and not limitation, the bus 704 may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, a wireless bandwidth interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses or a combination of two or more of these. In a suitable case, the bus 704 may include one or more buses 704. Although the embodiments of the present application describe and illustrate a specific bus 704, the present application contemplates any suitable bus 704 or interconnect.

[0161] The vehicle braking control device can be based on the current vehicle braking control method, thereby implementing the vehicle braking control method and the vehicle braking control device 600 described in combination with Figures 1-6 the vehicle braking control method and the vehicle braking control device described.

[0162] In addition, the embodiments of the present application also provide a computer program product, including computer program instructions. When the computer program product is executed by the processor 701, the steps and corresponding contents of the foregoing method embodiments can be implemented.

[0163] It should be clear that the present application is not limited to the specific configurations and processes described above and illustrated in the figures. For the sake of brevity, the detailed description of known methods is omitted here. In the above embodiments, several specific steps are described and illustrated as examples. However, the method process of the present application is not limited to the specific steps described and illustrated. Those skilled in the art can make various changes, modifications, and additions, or change the order between steps after understanding the spirit of the present application.

[0164] The functional blocks shown in the above-described structural block diagrams can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application-specific integrated circuit (ASIC), appropriate firmware, a plug-in, a functional card, and so on. When implemented in software, the elements of the present application are programs or code segments for performing the required tasks. The program or code segment can be stored in a machine-readable medium or transmitted over a transmission medium or communication link via a data signal carried in a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical discs, hard disks, fiber optic media, radio frequency (RF) links, and so on. The code segment can be downloaded via a computer network such as the Internet, an intranet, and so on.

[0165] It should also be noted that in the exemplary embodiments mentioned in the present application, some methods or systems are described based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps can be executed in the order mentioned in the embodiments, or different from the order in the embodiments, or several steps can be executed simultaneously.

[0166] Aspects of the present disclosure have been described above with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to embodiments of the present disclosure. It should be understood that each block in the flowcharts and / or block diagrams, and the combinations of blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable vehicle braking control devices to produce a machine such that these instructions executed via the processor of the computer or other programmable vehicle braking control devices enable the implementation of the functions / actions specified in one or more blocks of the flowcharts and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and the combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by dedicated hardware performing the specified functions or actions, or by a combination of dedicated hardware and computer instructions.

[0167] As described above, this is only the specific implementation manner of the present application. Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the systems, modules, and units described above can refer to the corresponding processes in the foregoing method embodiments, and will not be elaborated herein. It should be understood that the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should all be covered within the protection scope of the present application.

Claims

1. A braking control method, characterized in that, the method includes: obtaining a first dynamic performance parameter and a first braking attribute parameter of the vehicle; determining a required driving force when the vehicle travels according to the first dynamic performance parameter and the first braking attribute parameter based on the first dynamic performance parameter and the first braking attribute parameter; determining a target desired deceleration corresponding to the first dynamic performance parameter and the first braking attribute parameter from the relationship between the first dynamic performance parameter, the first braking attribute parameter and the desired deceleration in the comfortable parking state; performing a force analysis calculation based on the target desired deceleration to determine a corrected driving force of the vehicle; correcting the required driving force by the corrected driving force to obtain an output driving force; controlling a driving device of the vehicle to output the output driving force.

2. The method according to claim 1, characterized in that, the first dynamic performance parameter includes a first driving speed, and the first braking attribute parameter includes a first braking pressure; the determining a required driving force when the vehicle travels according to the first dynamic performance parameter and the first braking attribute parameter based on the first dynamic performance parameter and the first braking attribute parameter includes: determining a target braking pressure corresponding to the first driving speed from the relationship between the driving speed and the braking pressure; determining a difference between the first braking pressure and the target braking pressure as the required driving force.

3. The method according to claim 2, characterized in that, before the determining a target braking pressure corresponding to the first driving speed from the relationship between the driving speed and the braking pressure, the method further includes: querying a target speed threshold corresponding to the first braking pressure from the relationship between the braking pressure and the speed threshold; determining that the first driving speed is less than or equal to the target speed threshold.

4. The method according to claim 1, characterized in that, the performing a force analysis calculation based on the target desired deceleration to determine a corrected driving force of the vehicle includes: obtaining an actual deceleration of the vehicle; correcting by a PID algorithm according to the actual deceleration and the target desired deceleration to obtain a corrected driving force; the correcting by a PID algorithm according to the actual deceleration and the target desired deceleration to obtain a corrected driving force includes: determining a first deceleration error according to a difference between the actual deceleration and the target desired deceleration; solving a positional PID algorithm according to the first deceleration error to obtain a preset driving force when the deceleration error exists within an error range; performing a closed-loop correction on the preset driving force according to a preset driving range to obtain the corrected driving force.

5. The method according to claim 4, characterized in that, the positional PID algorithm includes: Among them, U sp (k) is the first deceleration error, K p is the proportional coefficient, K i is the integral coefficient, K d is the differential coefficient, E a (j) is the time integral of the first deceleration error, E a (k - 1) is the second deceleration error during the previous PID algorithm.

6. The method according to claim 4, characterized in that, the preset driving range is: [minimum driving force, maximum driving force]; the performing a closed-loop correction on the preset driving force according to a preset driving range to obtain the corrected driving force includes: When the preset driving force belongs to the preset driving range, determine the preset driving force as the corrected driving force; When the preset driving force is less than the minimum driving force, determine the minimum driving force as the corrected driving force; When the preset driving force is greater than the maximum driving force, determine the maximum driving force as the corrected driving force.

7. A braking control device Characterized in that The device includes: An acquisition module for acquiring the first dynamic performance parameter and the first braking attribute parameter of the vehicle; A first determination module for determining the required driving force when the vehicle travels according to the first dynamic performance parameter and the first braking attribute parameter based on the first dynamic performance parameter and the first braking attribute parameter; A second determination module for determining the target desired deceleration corresponding to the first dynamic performance parameter and the first braking attribute parameter from the relationship between the first dynamic performance parameter, the first braking attribute parameter and the desired deceleration in the comfortable parking state; A third determination module for performing a force analysis calculation based on the target desired deceleration to determine the corrected driving force of the vehicle; A correction module for correcting the required driving force with the corrected driving force to obtain an output driving force; A control module for controlling the drive device of the vehicle to output the output driving force.

8. A braking control device Characterized in that The device includes: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the method described in any one of claims 1-6 is implemented.

9. A computer-readable storage medium Characterized in that Computer program instructions are stored on the computer-readable storage medium, and when the computer program instructions are executed by a processor, the method described in any one of claims 1-6 is implemented.

10. A computer program product Characterized in that When the instructions in the computer program product are executed by the processor of the electronic device, the electronic device executes the method described in any one of claims 1-6.

11. A vehicle Characterized in that The vehicle includes the vehicle braking control device according to claim 7 and / or the vehicle braking control device according to claim 8.

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