Vehicle braking method, device and equipment and storage medium

Abstract

The embodiment of the invention discloses a vehicle braking method and device, equipment and a storage medium, and belongs to the technical field of auxiliary driving. The method comprises the steps that when a braking operation is detected, a first braking value is determined based on a pedal stroke, then if a braking assistance condition is met, the first braking value is adjusted based on reference information, a second braking value is obtained, the reference information can comprise driving state information, and finally braking processing is conducted based on the second braking value. By the adoption of the method, when the vehicle is braked, the braking value provided by the driver is adjusted according to the reference information, the braking value more suitable for the current braking requirement of the vehicle is obtained, the probability of secondary braking in the braking process is reduced, and traffic accidents such as rear-end collision caused by inaccurate judgment of the braking requirement can be prevented.

Description

Vehicle braking method, device, apparatus and storage medium Technical Field

[0001] The present application relates to the field of assisted driving technology, and in particular to a vehicle braking method, device, equipment and storage medium. Background Art

[0002] Drivers often use the vehicle's braking function while driving to complete operations such as deceleration and parking. However, due to insufficient driving experience, reduced vehicle braking performance, or snow on the road, it is difficult for drivers to accurately estimate the vehicle's current braking needs, resulting in inaccurate judgment of braking needs, causing secondary braking during the braking process, and more seriously, leading to traffic accidents such as rear-end collisions.

[0003] Summary of the Invention

[0004] The embodiments of the present application provide a vehicle braking method, device, equipment, and storage medium that can solve the problems of related technologies. The technical solution is as follows:

[0005] In a first aspect, a vehicle braking method is provided, the method comprising: when a braking operation is detected, determining a first braking value based on a pedal stroke, then, if a braking assist condition is met, adjusting the first braking value based on reference information to obtain a second braking value, and finally, performing braking processing based on the second braking value.

[0006] The reference information may include driving status information.

[0007] In the embodiment of the present application, the controller can obtain the pedal travel corresponding to the braking operation via a pedal travel sensor. Based on the pedal travel, the controller can first determine the pedal force corresponding to the pedal travel, and then determine the first brake pressure using a conversion relationship (conversion table or conversion function) between the pedal force and the first brake pressure. Alternatively, the controller can determine the pedal travel via the pedal travel sensor and directly determine the first brake pressure using a conversion relationship (conversion table or conversion function) between the pedal travel and the first brake pressure. The actuators performing the braking process can include a master brake cylinder, an oil reservoir, an electric power assist device or an active booster device, a hydraulic device, and a wheel cylinder. They can also include an electronic brake pedal, a motor, and a brake caliper, among others. When the controller determines that the brake assist condition is not met, the braking process can include: the master brake cylinder outputs a first brake pressure (different pedal travels can generate different brake pressures) under the action of the brake pedal. The master brake cylinder transmits the first brake pressure to the wheel cylinder via a brake line, and the wheel cylinder brakes the wheel based on the first brake pressure input from the line. Alternatively, the controller calculates a first braking force based on the pedal travel of the electronic brake pedal, and then controls the motor to cause the brake caliper to generate the first braking force to brake the wheel.

[0008] Through the above processing, when the vehicle brakes, the braking assistance conditions are judged by the vehicle braking system. If the braking assistance conditions are met, the braking value provided by the driver will be adjusted according to the reference information to obtain a braking value that is more suitable for the current braking demand of the vehicle, thereby reducing the probability of secondary braking during the braking process and preventing traffic accidents such as rear-end collisions caused by inaccurate judgment of braking needs.

[0009] In one possible implementation, the braking assist condition includes at least one of a driving speed condition, a pedal stroke condition, and a pedal speed condition, wherein the driving speed condition is that the driving speed is greater than a driving speed threshold, the pedal stroke condition is that the pedal stroke is greater than a pedal stroke threshold, and the pedal speed condition is that the pedal speed is greater than a pedal speed threshold.

[0010] In the embodiment of the present application, the brake assist conditions can be set before the vehicle leaves the factory, or after the vehicle leaves the factory by the salesperson, driver, maintenance personnel, etc. Candidate conditions for activation can be set as the vehicle brake assist conditions, and thresholds for the brake assist conditions can also be set.

[0011] Through the above processing, the adjustment of the braking value can be triggered under various conditions, thereby improving the flexibility of the braking adjustment process.

[0012] In a possible implementation, the reference information further includes road information.

[0013] In the solution shown in the embodiment of the present application, the road information is used to indicate the relevant information of the road on which the vehicle is braking.

[0014] Through the above processing, when the controller brakes the vehicle, it can refer to more abundant information to adjust the braking value, which can better improve the braking safety of the vehicle on the current road.

[0015] In one possible implementation, the driving state information includes the vehicle's driving speed. Road information includes road type information and / or road surface condition information. The road type information directly or indirectly indicates the maximum permissible driving speed on the road, while the road surface condition information directly or indirectly indicates whether there is water or snow on the road surface.

[0016] In the embodiments of the present application, road information may include one or more of the following: road type, road surface condition, congestion level, lane width, road surface material, guardrail information, and the difference between the preceding vehicle's speed and the vehicle's speed. Driving status information indicates the vehicle's current driving state and may include one or more of the following: driving speed, driving acceleration, steering angle, driving slope, and lateral slope.

[0017] Through the above processing, when the controller brakes the vehicle, it can refer to more abundant information to adjust the braking value, which can better improve the braking safety of the vehicle on the current road.

[0018] In a possible implementation, a first adjustment coefficient may be determined based on reference information, and then the first braking value may be adjusted based on the fixed braking value and the first adjustment coefficient to obtain the second braking value.

[0019] In the embodiment of the present application, the controller determines a first adjustment coefficient based on a table that corresponds to reference information and adjustment coefficients. For example, the speed adjustment coefficient is determined based on a table that corresponds to driving speed ranges and speed adjustment coefficients, the road type adjustment coefficient is determined based on a table that corresponds to road type information and road type adjustment coefficients, and the road surface condition adjustment coefficient is determined based on road surface condition information and the road surface condition adjustment coefficient. The speed adjustment coefficient, road type adjustment coefficient, and road surface condition adjustment coefficient can then be calculated using a method such as addition, weighted addition, or weighted averaging to obtain the first adjustment coefficient.

[0020] Through the above processing, the second braking value can be made to better match the braking value currently required by the vehicle, thereby reducing the probability of traffic accidents caused by driver misjudgment.

[0021] In a possible implementation, a product of the fixed braking value and the first adjustment coefficient may be determined, and then a sum of the first braking value and the product may be determined to obtain the second braking value.

[0022] Through the above processing, a relatively simple processing method is adopted to improve the efficiency of obtaining the second braking value.

[0023] In a possible implementation, the set fixed braking value may be obtained and stored in response to the braking value setting instruction.

[0024] In the solution shown in the embodiment of the present application, the braking value setting instruction can be an operation instruction triggered by an interface control or an operation instruction triggered by a physical button.

[0025] Through the above processing, the driver's understanding of the vehicle's braking performance and driving experience can be improved.

[0026] In a possible implementation, the first adjustment coefficient is greater than 0.

[0027] The solution shown in the embodiment of the present application can set the values ​​of adjustment coefficients such as speed adjustment coefficient, road type adjustment coefficient, road surface condition adjustment coefficient, etc. to be greater than 0. Correspondingly, the first adjustment coefficient calculated by addition, multiplication, weighted summation, weighted average, etc. is also greater than 0.

[0028] Through the above processing, it is possible to prevent the first braking value from being too small due to the driver's misjudgment, thereby preventing accidents such as rear-end collisions.

[0029] In a possible implementation, the second adjustment coefficient may be determined based on the reference information, and then the first braking value may be adjusted based on the basic adjustment coefficient and the second adjustment coefficient to obtain the second braking value.

[0030] In the embodiment of the present application, the controller determines the second adjustment coefficient based on a table that corresponds to reference information and adjustment coefficients. For example, the speed adjustment coefficient is determined based on a table that corresponds to driving speed ranges and speed adjustment coefficients, the road type adjustment coefficient is determined based on a table that corresponds to road type information and road type adjustment coefficients, and the road surface condition adjustment coefficient is determined based on road surface condition information and the road surface condition adjustment coefficient. The speed adjustment coefficient, road type adjustment coefficient, and road surface condition adjustment coefficient can then be calculated using a calculation method such as addition, weighted addition, or weighted averaging to obtain the second adjustment coefficient.

[0031] Through the above processing, the second braking value can be made to better match the braking value currently required by the vehicle, thereby reducing the probability of traffic accidents caused by driver misjudgment.

[0032] In a possible implementation, the product of the basic adjustment coefficient, the first braking value, and the second adjustment coefficient may be determined to obtain the second braking value.

[0033] Through the above processing, a relatively simple processing method is adopted to improve the efficiency of obtaining the second braking value.

[0034] In a possible implementation, the set basic adjustment coefficient may be obtained and stored in response to a coefficient setting instruction.

[0035] In the solution shown in the embodiment of the present application, the coefficient setting instruction can be an operation instruction triggered by an interface control or an operation instruction triggered by a physical button.

[0036] Through the above processing, the driver's understanding of the vehicle's braking performance and driving experience can be improved.

[0037] In a possible implementation, the second adjustment coefficient is greater than 1.

[0038] The scheme shown in the embodiment of the present application can set the values ​​of adjustment coefficients such as speed adjustment coefficient, road type adjustment coefficient, road surface condition adjustment coefficient, etc. to be greater than 1. Correspondingly, the first adjustment coefficient calculated by addition, multiplication, weighted summation, weighted average, etc. is also greater than 1.

[0039] Through the above processing, it is possible to prevent the first braking value from being too small due to the driver's misjudgment, thereby preventing accidents such as rear-end collisions.

[0040] In a second aspect, a vehicle braking device is provided, which includes at least one module, and the at least one module is used to implement the vehicle braking method provided by the first aspect and its possible implementation methods.

[0041] In a third aspect, a vehicle braking system is provided, comprising a controller, a detection component, and an execution component. The controller is configured to execute the vehicle braking method provided in the first aspect and its possible implementations. The detection component is configured to detect vehicle wheel speed, pedal travel, brake pressure, and other parameters. The execution component is configured to output braking force under the control of the controller.

[0042] In a fourth aspect, a computer device is provided, comprising a memory and a processor, wherein the memory is used to store computer instructions; the processor executes the computer instructions stored in the memory so that the computer device executes the vehicle braking method provided by the first aspect and its possible implementation methods.

[0043] In a fifth aspect, a computer-readable storage medium is provided, which stores computer program code. In response to the computer program code being executed by a computer device, the computer device executes the vehicle braking method provided by the first aspect and its possible implementation methods.

[0044] In a sixth aspect, a computer program product is provided, which includes a computer program code. In response to the computer program code being executed by a computer device, the computer device executes the vehicle braking method provided by the first aspect and its possible implementation methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. 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 any creative work.

[0046] FIG1 is a schematic structural diagram of a vehicle braking system provided in an embodiment of the present application;

[0047] FIG2 is a schematic diagram of the structure of a controller provided in an embodiment of the present application;

[0048] FIG3 is a flow chart of a vehicle braking method provided by an embodiment of the present application;

[0049] FIG4 is a schematic structural diagram of a vehicle braking system provided in an embodiment of the present application;

[0050] FIG5 is a schematic structural diagram of a vehicle braking system provided in an embodiment of the present application;

[0051] FIG6 is a schematic structural diagram of a vehicle braking system provided in an embodiment of the present application;

[0052] FIG7 is a flow chart of a method for adjusting a first braking value based on reference information provided by an embodiment of the present application;

[0053] FIG8 is a flow chart of a method for adjusting a first braking value based on reference information provided by an embodiment of the present application;

[0054] FIG9 is a schematic structural diagram of a vehicle braking device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0055] Some terms used in this embodiment are explained below.

[0056] Braking value: A numerical value used to indicate the strength of braking, which can be braking pressure, braking force, braking torque or braking deceleration, etc.

[0057] First braking value: The braking value generated by the pedal stroke.

[0058] Second braking value: the braking value obtained by adjusting the first braking value.

[0059] Brake pressure: The hydraulic pressure of the brake fluid in the brake line.

[0060] Braking force: The rolling friction exerted on the wheels when the vehicle brakes.

[0061] Braking torque: The torque provided by the actuator to reduce the wheel rotation speed when the vehicle brakes.

[0062] Braking deceleration: The amount by which the vehicle's speed decreases per second.

[0063] Braking distance: the distance the vehicle travels from the start of braking to the time the driving speed drops to 0.

[0064] Braking assist condition: a condition for determining whether the first braking value needs to be adjusted, such as a driving speed condition, a pedal stroke condition, a pedal speed condition, and the like.

[0065] Reference information: information used as a reference when adjusting the first braking value, such as driving status information, road information, and the difference between the speed of the preceding vehicle and the speed of the own vehicle, etc.

[0066] Driving status information: information used to indicate the current driving status of the vehicle, for example, one or more of the driving speed, driving acceleration, steering angle, driving slope, lateral slope, etc.

[0067] Road information: information used to indicate the relevant information of the road on which the vehicle is braking, such as one or more of road type information, road surface condition information, congestion level information, lane width, road surface material, guardrail information, etc.

[0068] Road type information: information used to directly or indirectly indicate the maximum permissible speed of a road. Road type information may include expressways, highways, and urban roads.

[0069] Road surface condition information: information used to directly or indirectly indicate whether there is water or snow on the road surface. Road surface condition information may include water, snow, and no water or snow.

[0070] Pedal travel sensor: A sensor used to obtain pedal travel.

[0071] Pedal travel: The distance between the current position of the brake pedal and the initial position of the brake pedal.

[0072] Pedal speed: The change in pedal stroke per second.

[0073] Wheel speed sensor: A sensor used to obtain the rotation speed of the wheel.

[0074] Wheel speed: A value indicating the speed at which a wheel rotates, such as the number of revolutions per second, the angular velocity of the wheel, etc.

[0075] Driving speed: The speed at which a vehicle moves, which can be calculated using wheel speed and wheel radius.

[0076] The embodiment of the present application provides a vehicle braking method, which can be implemented by a vehicle braking system. Figure 1 is a structural diagram of a vehicle braking system provided by an embodiment of the present application, which can include a controller, a detection component, and an execution component.

[0077] The controller is used for related processing during the vehicle braking process. The controller can be an onboard terminal, a brake control unit, or a combination of an onboard terminal and a brake control unit. This embodiment of the application uses the brake control unit as an example to illustrate the solution. Other cases are similar and will not be repeated here.

[0078] The detection component is used to detect the vehicle's wheel speed, pedal travel, and brake line hydraulic pressure, etc. The detection component may include a wheel speed sensor, a pedal travel sensor, and a line pressure sensor, etc.

[0079] The actuator is used to output braking force under the control of the controller. This actuator may include a master brake cylinder, oil reservoir, electric power assist device or active booster, hydraulic device, and wheel cylinder. In this case, the braking value can be brake pressure. Alternatively, the actuator may include an electronic brake pedal, motor, and brake caliper. In this case, the braking value can be braking force.

[0080] FIG2 is a schematic diagram of the structure of a controller provided in an embodiment of the present application. From the perspective of hardware composition, the structure of the controller can be as shown in FIG2 , including a processor, a memory, and a communication component.

[0081] The processor 210 can be a microcontroller unit (MCU), a central processing unit (CPU) or a system on chip (SoC), etc. The processor 210 can be used to determine whether the brake assist condition is met, and can also be used to adjust the first braking value to obtain a second braking value.

[0082] The memory 220 may include various volatile or non-volatile memories, such as a solid state disk (SSD) or dynamic random access memory (DRAM). The memory 220 may be used to store and record initial data, intermediate data, and result data used during vehicle braking, such as the vehicle's base adjustment coefficient or fixed braking value.

[0083] The communication component 230 may be a wired network connector, an ultra-wideband (UWB) technology, a wireless fidelity (WiFi) module, a Bluetooth module, a cellular network communication module, etc. The communication component 230 may be used to transmit data with other devices, such as servers or terminals, for example, to receive information such as the current road surface condition and road type from a server.

[0084] An embodiment of the present application provides a vehicle braking method, and the corresponding processing flow may be shown in FIG3 , including the following steps:

[0085] 301. In response to a brake operation, a controller obtains a pedal stroke corresponding to the brake operation.

[0086] The braking operation may be a change in the position of a brake pedal, and the pedal stroke may be obtained by a pedal stroke sensor.

[0087] When the driver is driving the vehicle to slow down or stop, the driver performs a braking operation, which can be to step on the brake pedal to change the position of the brake pedal. When the vehicle is in operation, the pedal stroke sensor detects the pedal stroke of the brake pedal and periodically (for example, with a period of 10 milliseconds) sends the detected pedal stroke to the controller. When the driver does not step on the brake pedal, the pedal stroke sent by the pedal stroke sensor to the controller is always at the initial value, such as 0. When the driver steps on the brake pedal, the pedal stroke sent by the pedal stroke sensor to the controller is no longer the initial value. When the controller determines that the pedal stroke is no longer the initial value, it can be determined that the driver has performed a braking operation. At this time, the controller can obtain the current pedal stroke for subsequent processing.

[0088] 302 , the controller determines a first braking value based on the pedal travel.

[0089] The first braking value may be a first braking pressure, a first braking force, a first braking torque, a first braking deceleration, or the like.

[0090] The first brake pressure can be determined according to the pedal stroke, and the determination method can be:

[0091] Method 1: First, the controller determines the pedal force corresponding to the pedal stroke based on the conversion relationship between pedal stroke and pedal force. Then, the first brake pressure is determined based on the conversion relationship between the pedal force and the first brake pressure (i.e., the master cylinder hydraulic pressure). The conversion relationships between pedal stroke and pedal force, and between pedal force and the first brake pressure, can be obtained through multiple experiments. These conversion relationships can be expressed as conversion tables or conversion functions.

[0092] Method 2: First, the controller receives pedal travel data from the pedal travel sensor. Then, based on a conversion relationship between the pedal travel and the first brake pressure, the controller determines the first brake pressure corresponding to the pedal travel. This conversion relationship can be factory-set or manually configured, and can be implemented using a conversion table or a conversion function.

[0093] 303 , the controller determines that the brake assist condition is met.

[0094] The brake assist condition includes at least one of a driving speed condition, a pedal stroke condition, and a pedal speed condition. The driving speed condition is that the driving speed is greater than a driving speed threshold, the pedal stroke condition is that the pedal stroke is greater than a pedal stroke threshold, and the pedal speed condition is that the pedal speed is greater than a pedal speed threshold. The brake assist condition may include one or more conditions (the embodiment of the present application uses the brake assist condition including the driving speed condition, the pedal stroke condition, and the pedal speed condition as an example to illustrate the solution). When any one of these conditions is met, it can be determined that the brake assist condition is met.

[0095] Before a vehicle leaves the factory, brake assist conditions can be set. After the vehicle leaves the factory, sales staff, drivers, maintenance personnel, and others can also set brake assist conditions. Brake assist conditions can be set in the vehicle terminal. The vehicle terminal can have a graphical operating interface, which can include a brake assist condition setting window. The brake assist condition setting window displays multiple pre-stored candidate conditions, and an enable button is displayed for each candidate condition. Candidate conditions can be stored before leaving the factory and can also be updated during the upgrade process. The person performing the settings can browse the candidate conditions and click the enable button corresponding to any candidate condition to enable the candidate condition. The brake assist condition setting window can also have a setting button corresponding to each candidate condition. Clicking the candidate condition setting button enters the candidate condition setting window. The candidate condition setting window can include a threshold input field, which is used to set the corresponding threshold value in the candidate condition, such as the driving speed threshold, pedal travel threshold, pedal speed threshold, etc. After the vehicle terminal completes the setting of the above information, it can send the set information to the controller for storage.

[0096] During vehicle travel, the controller can periodically obtain the pedal stroke sent by the pedal stroke sensor and determine the ratio of the pedal stroke to the cycle duration as the pedal speed. The wheel speed sensor periodically (e.g., with a period of 10 milliseconds) sends the wheel speed to the controller, and the controller calculates the driving speed based on the wheel speed and tire radius. When the pedal stroke obtained in a certain period is greater than the pedal stroke threshold, or the determined pedal speed is greater than the pedal speed threshold, or the determined driving speed is greater than the driving speed threshold, it is determined that the brake assist condition is met, and the adjustment of the first braking value can be triggered.

[0097] Here, if the pedal travel is greater than the pedal travel threshold, it means the driver pressed the brake pedal too deeply, indicating an emergency situation requiring sudden braking. In this case, the first braking value can be increased to increase the braking force. If the pedal speed is greater than the pedal speed threshold, it means the driver pressed the brake pedal too quickly, indicating an emergency situation requiring sudden braking. In this case, the first braking value can be increased to increase the braking force. If the driving speed is greater than the driving speed threshold, it means the vehicle is moving at a high speed, requiring a larger braking value. In this case, the first braking value can be increased to increase the braking force.

[0098] 304 : The controller adjusts the first braking value based on the reference information to obtain a second braking value.

[0099] The second braking value may be a second braking pressure, a second braking force, a second braking torque, a second braking deceleration, or the like.

[0100] The adjustment of the first braking value based on the reference information can be either increasing or decreasing. In dangerous situations (such as excessive speed or snow on the road), increasing is typically used. The specific method for adjusting the first braking value based on the reference information is described in detail in the following steps and will not be repeated here.

[0101] 305 : The controller performs braking processing based on the second braking value.

[0102] The structure of a vehicle braking system can be shown in Figure 4. The actuators include a master cylinder, an oil tank, an electric booster, a hydraulic device, and a wheel cylinder. The master cylinder and the hydraulic device are connected in series and then connected to the wheel cylinder via a brake line. Furthermore, the electric booster is in transmission connection with the master cylinder, and the brake pedal is also in transmission connection with the master cylinder. A controller controls the brake pressure output by the master cylinder by controlling the motor in the electric booster. The controller can control the motor's speed or torque. In this structure, the first braking value can be the first braking pressure, and the second braking value can be the second braking pressure.

[0103] The structure of a vehicle braking system can also be as shown in Figure 5. The actuator components include a master cylinder, an oil reservoir, a pedal simulator, an active booster, a hydraulic system, and a wheel cylinder. The master cylinder and the active booster are connected to the hydraulic system via brake lines, respectively. The hydraulic system is then connected to the wheel cylinder via brake lines. The hydraulic system can include multiple solenoid valves to isolate the brake lines of the master cylinder and the active booster, preventing brake fluid in the brake lines from flowing back into the master cylinder when the active booster is activated. The input of the pedal simulator is connected to the output of the master cylinder via a pipeline. A pedal isolation valve is provided at the input of the pedal simulator. The pedal simulator provides force feedback to the brake pedal, optimizing the braking experience. Furthermore, the brake pedal is transmission-connected to the master cylinder to control the master cylinder. A controller controls the boost pressure of the active booster by controlling the motor in the active booster. The controller's control of the motor can be either speed or torque. In this structure, the first braking value can be a first braking pressure, and the second braking value can be a second braking pressure.

[0104] The structure of a vehicle braking system can also be shown in Figure 6. The actuators include an electronic brake pedal, a motor, and a brake caliper, with the motor and brake caliper connected by a transmission mechanism. In this case, the braking value is the braking force, which is calculated by the controller based on the pedal stroke of the electronic brake pedal. The electronic brake pedal is used to obtain the pedal stroke and also to generate force feedback to optimize the pedaling experience. The controller controls the brake caliper by controlling the motor. The controller's control of the motor can be to control the motor's speed or torque. In this structure, the first braking value can be the first braking force, and the second braking value can be the second braking force.

[0105] After obtaining the second braking value, the braking processing method may be:

[0106] Method 1: For the vehicle braking system shown in Figure 4, the controller controlling the motor speed is used as an example for explanation. The master cylinder outputs a first braking pressure under the action of the brake pedal. The controller controls the speed of the motor in the electric power assist device, causing the motor speed to increase from 0. The brake pressure output by the master cylinder, which is connected to the electric power assist device, increases from the first braking pressure. The motor speed increases by a fixed value (also called a fixed step value) in each increasing cycle. During the increasing process, the controller continuously detects whether the line pressure of the output line of the master cylinder is equal to the second braking value through the line pressure sensor. When the line pressure is equal to the second braking value, the controller stops increasing. During the above process, the oil tank replenishes or recovers the brake fluid in the brake line, and the wheel cylinder continuously brakes the wheel based on the brake pressure distributed by the hydraulic device.

[0107] Method 2: For the vehicle braking system shown in Figure 5, the controller controls the motor speed as an example. Under the action of the brake pedal, the master cylinder outputs a first brake pressure, the pedal isolation valve opens, and the pedal simulator generates force feedback on the brake pedal. After the controller detects, via the line pressure sensor, that the line pressure is equal to the first brake pressure, it closes the solenoid valve in the hydraulic system connecting the master cylinder. The controller controls the speed of the motor in the active booster device, causing it to increase from 0. The brake pressure output by the active booster device increases from the first brake pressure, with the motor speed increasing by a fixed value (also called a fixed step value) during each increment cycle. During this increment, the controller continuously detects, via the line pressure sensor, whether the line pressure in the wheel cylinder's input line is equal to a second brake pressure value. The increment stops when the line pressure equals the second brake pressure value. During this process, the oil tank replenishes or recycles brake fluid in the brake line, and the wheel cylinder continuously brakes the wheel based on the input brake pressure.

[0108] Method 3: For the vehicle braking system shown in Figure 6, this example uses a controller controlling the motor speed. The controller calculates the secondary braking force based on the electronic brake pedal travel and the brake assist condition. The controller then controls the motor speed to generate the secondary braking force on the brake caliper, braking the wheels.

[0109] The above content describes the processing when the brake assist condition is met. If the controller determines that the brake assist condition is not met, the braking process can be performed based on the first braking value.

[0110] For the vehicle braking system shown in Figure 4, the brake master cylinder outputs the first brake pressure under the action of the brake pedal, the controller does not control the operation of the electric power assist device, the brake master cylinder transmits the first brake pressure to the hydraulic device through the brake pipeline for distribution, and the brake wheel cylinder brakes the wheel based on the first brake pressure distributed by the hydraulic device.

[0111] For the vehicle braking system shown in Figure 5, the brake master cylinder outputs the first brake pressure under the action of the brake pedal, and the brake master cylinder transmits the first brake pressure to the brake wheel cylinder through the brake pipe. The controller does not control the operation of the active boosting device, and the brake wheel cylinder brakes the wheel based on the input first brake pressure.

[0112] The vehicle braking system shown in Figure 6 is described using the example of a controller controlling the motor speed. The controller calculates a first braking force based on the pedal travel of the electronic brake pedal. The controller controls the motor speed to cause the brake caliper to generate the first braking force, thereby braking the wheels.

[0113] In view of the above application scenario, an embodiment of the present application provides a method for adjusting the first braking value based on reference information. The corresponding processing flow may be shown in FIG7 , including the following steps:

[0114] 701. A controller determines a first adjustment coefficient based on reference information.

[0115] Among them, the first adjustment coefficient is greater than 0.

[0116] First, the controller obtains reference information.

[0117] For the case where the reference information includes driving status information.

[0118] If the driving status information includes driving speed, the controller can obtain the wheel speed detected by the wheel speed sensor and calculate the driving speed based on the wheel speed. If the driving status information includes driving acceleration, the controller can calculate the driving acceleration based on the driving speed calculated over multiple consecutive cycles. If the driving status information includes steering angle, the controller can obtain the steering angle from the vehicle terminal. The steering angle can be converted from the angle value sent to the vehicle terminal by the steering wheel angle sensor. If the driving status information includes driving slope or lateral slope, the controller can obtain the vehicle posture detected by the gyroscope and calculate the vehicle's current driving slope or lateral slope.

[0119] For the case where the reference information includes road information.

[0120] If the road information includes road type information, the controller can obtain the road type information from the vehicle terminal. The road type information can be queried by the vehicle terminal from the server on the network side based on the current location, or it can be queried by the vehicle terminal from the pre-stored map data based on the current location. If the road information includes road surface status information, the controller can identify the road surface status information through the vehicle-integrated camera, or it can obtain the road surface status information from the vehicle terminal. The road surface status information can be queried by the vehicle terminal from the server on the network side based on the current location. If the road information includes lane width, the controller can identify the lane width through the vehicle-integrated camera, or it can obtain the lane width from the vehicle terminal. The lane width can be queried by the vehicle terminal from the server on the network side based on the current location, or it can be queried by the vehicle terminal from the pre-stored map data based on the current location. The road material and guardrail information are obtained in the same way as the lane width, which will not be repeated here.

[0121] In addition, the first adjustment coefficient can also be related to the real-time environment around the vehicle. The controller can obtain the real-time environment around the vehicle through an infrared sensor or a camera. For example, when the controller determines through the infrared sensor that the driving speed of the vehicle in front is less than the current driving speed of the vehicle, the first adjustment coefficient is increased according to the difference in the driving speeds of the two vehicles to increase the braking value and prevent rear-end collisions.

[0122] Then, the controller determines the speed adjustment coefficient corresponding to the driving speed range in which the current driving speed is located according to the corresponding table of driving speed ranges and speed adjustment coefficients (Table 1).

[0123] Table 1

[0124] Driving speed Speed ​​adjustment coefficient Driving speed ≤ 30km / h 0 30km / h< Driving speed ≤ 60km / h 0.560km / h< Driving speed ≤ 80km / h 180km / h< Driving speed ≤ 120km / h 1.5120km / h< Driving speed 2

[0125] The controller determines the road type adjustment coefficient corresponding to the current road type information according to the correspondence table between road type information and road type adjustment coefficients (Table 2).

[0126] Table 2

[0127] Road type information Road type adjustment coefficient Maximum permissible speed 30km / h 1 Maximum permissible speed 60km / h 1.1 Maximum permissible speed 80km / h 1.2 Maximum permissible speed 120km / h 1.3

[0128] The controller determines the current road state information and the corresponding road surface state adjustment coefficient according to the correspondence table of road state information and road surface state adjustment coefficient (Table 3).

[0129] Table 3

[0130] Road surface condition information Road surface condition adjustment coefficient No water or snow 1 Water 0.9 Snow 0.8

[0131] If there is other driving status information and road information, the adjustment coefficient can be determined in a similar manner, which is not listed one by one in the embodiments of the present application.

[0132] Finally, the controller may multiply the speed adjustment factor, the road type adjustment factor, and the road surface condition adjustment factor to obtain a first adjustment factor. For example, when a vehicle is traveling at 100 km / h on a snowy road with a maximum permissible speed of 120 km / h, the first adjustment factor is determined to be 1.5 × 1.3 × 0.8 = 1.56. Alternatively, the first adjustment factor may be obtained by calculating the different adjustment factors using addition, weighted addition, or weighted averaging.

[0133] 702 : The controller adjusts the first braking value based on the fixed braking value and the first adjustment coefficient to obtain a second braking value.

[0134] First, the controller reads a stored fixed braking value. Then, the fixed braking value is multiplied by a first adjustment coefficient to obtain a product. Finally, the first braking value and the product are added, and the sum of the first braking value and the product is used as the second braking value.

[0135] In addition, before the controller adjusts the first braking value based on the reference information, a fixed braking value may be pre-set. Specifically, the controller may obtain and store the set fixed braking value in response to a braking value setting instruction.

[0136] The fixed braking value may be a fixed braking pressure, a fixed braking force, a fixed braking torque, a fixed braking deceleration, or the like.

[0137] First, the operator sets a fixed braking value using a braking value setting instruction. The controller then stores the set fixed braking value. The braking value setting instruction can be an operation instruction triggered by an interface control or an operation instruction triggered by a physical button.

[0138] Operation instructions triggered by interface controls: The operation interface of the vehicle-mounted terminal may include a braking value setting option. After the setup personnel clicks the braking value setting option, a braking value setting window is displayed. A braking value input bar may be displayed in the braking value setting window, and the braking value setting instruction may be to input the braking value in the braking value input bar. Alternatively, the braking value setting window may also display the names of the braking modes to be selected, and the braking value setting instruction may be for the setup personnel to click the names of the braking modes to be selected in the braking value setting window. Alternatively, the braking value setting window may also display a braking value slider and the braking value corresponding to each position on the braking value slider, and the braking value setting instruction may be for the setup personnel to slide the slider on the braking value slider. After a fixed braking value is set through an operation instruction triggered by an interface control, the vehicle-mounted terminal sends the set fixed braking value to the controller.

[0139] Operation instructions triggered by physical buttons: There can be physical buttons on the vehicle terminal. When the setting personnel set the fixed braking value, the braking value setting instruction can be an operation instruction triggered by the operation of the physical button, such as sliding the physical slider, rotating the physical knob, etc. After the fixed braking value is set by the operation instruction triggered by the physical button, the vehicle terminal will send the set fixed braking value to the controller.

[0140] In view of the above application scenario, an embodiment of the present application provides a method for adjusting the first braking value based on reference information. The corresponding processing flow may be shown in FIG8 , including the following steps:

[0141] 801. The controller determines a second adjustment coefficient based on reference information.

[0142] The second adjustment coefficient is greater than 1.

[0143] First, the controller obtains reference information. The reference information is the same as the reference information in step 701 and will not be repeated here.

[0144] In addition, the first adjustment coefficient can also be related to the real-time environment around the vehicle. The controller can obtain the real-time environment around the vehicle through an infrared sensor or a camera. For example, when the controller determines through the infrared sensor that the speed of the vehicle in front is less than the current speed of the vehicle, the second adjustment coefficient is increased according to the difference in the speeds of the two vehicles to increase the braking value and prevent rear-end collisions.

[0145] Then, the controller determines the speed adjustment coefficient corresponding to the driving speed range in which the current driving speed is located according to the corresponding table of driving speed ranges and speed adjustment coefficients (Table 4).

[0146] Table 4

[0147] Driving speed Speed ​​adjustment coefficient Driving speed ≤ 30km / h 130km / h< Driving speed ≤ 60km / h 1.560km / h< Driving speed ≤ 80km / h 280km / h< Driving speed ≤ 120km / h 2.5120km / h< Driving speed 3

[0148] The controller determines the road type adjustment coefficient corresponding to the current road type information according to the correspondence table between road type information and road type adjustment coefficients (Table 5).

[0149] Table 5

[0150] Road type information Road type adjustment coefficient Maximum permissible speed 30km / h 1 Maximum permissible speed 60km / h 1.1 Maximum permissible speed 80km / h 1.2 Maximum permissible speed 120km / h 1.3

[0151] The controller determines the road surface condition adjustment coefficient corresponding to the current road state information based on the correspondence table between road state information and road surface condition adjustment coefficient (Table 6).

[0152] Table 6

[0153] Road surface condition information Road surface condition adjustment coefficient No water or snow 1 Water 0.9 Snow 0.8

[0154] Finally, the controller multiplies the speed adjustment factor, the road type adjustment factor, and the road surface condition adjustment factor to obtain a second adjustment factor. For example, when a vehicle is traveling at 100 km / h on a snowy road with a maximum permissible speed of 120 km / h, the second adjustment factor is 2.5 × 1.3 × 0.8 = 2.6. Alternatively, the second adjustment factor can be obtained by addition, weighted addition, or weighted averaging.

[0155] 802. The controller adjusts the first braking value based on the basic adjustment coefficient and the second adjustment coefficient to obtain a second braking value.

[0156] First, the controller reads a stored basic adjustment coefficient, and then multiplies the basic adjustment coefficient, the first braking value, and the second adjustment coefficient to obtain a product, which is used as the second braking value.

[0157] In addition, before the controller adjusts the first braking value based on the reference information, a basic adjustment coefficient may be pre-set. Specifically, the controller may obtain and store the set basic adjustment coefficient in response to a coefficient setting instruction.

[0158] First, the configuration personnel sets the basic adjustment coefficient using the coefficient setting instruction. The controller then stores the set basic adjustment coefficient. The coefficient setting instruction can be an operation instruction triggered by an interface control or an operation instruction triggered by a physical button.

[0159] Operation instructions triggered by interface controls: There may be an adjustment coefficient setting option in the operation interface of the vehicle-mounted terminal. After the setup personnel clicks the adjustment coefficient setting option, the adjustment coefficient setting window is displayed. The adjustment coefficient setting window may display an adjustment coefficient input bar. The adjustment coefficient setting instruction may be to enter the basic adjustment coefficient in the adjustment coefficient input bar. Alternatively, the adjustment coefficient setting window may also display the name of the braking mode to be selected. The adjustment coefficient setting instruction may be for the setup personnel to click the name of the braking mode to be selected in the braking value setting window. Alternatively, the adjustment coefficient setting window may also display an adjustment coefficient slider and the adjustment coefficient corresponding to each position on the adjustment coefficient slider. The adjustment coefficient setting instruction may be for the setup personnel to slide the slider on the adjustment coefficient slider. After the adjustment coefficient is set through the operation instruction triggered by the interface control, the vehicle-mounted terminal sends the set basic adjustment coefficient to the controller.

[0160] Operation instructions triggered by physical buttons: There can be physical buttons on the vehicle terminal. When the setting personnel set the basic adjustment coefficient, the adjustment coefficient setting instruction can be an operation instruction triggered by the operation of the physical button, such as sliding the physical slider, rotating the physical switch knob, etc. After the basic adjustment coefficient is set through the operation instruction triggered by the physical button, the vehicle terminal will send the set basic adjustment coefficient to the controller.

[0161] In an embodiment of the present application, when the vehicle brakes, the braking assistance conditions are judged by the vehicle braking system. If the braking assistance conditions are met, the braking value provided by the driver will be adjusted according to the reference information to obtain a braking value that is more suitable for the current braking demand of the vehicle, thereby reducing the probability of secondary braking during the braking process and preventing traffic accidents such as rear-end collisions caused by inaccurate judgment of braking demand.

[0162] Based on the same technical concept, an embodiment of the present application further provides a device for processing audio data, which may be the controller in the above embodiment. As shown in FIG9 , the device includes:

[0163] The acquisition module 910 is configured to acquire the pedal travel corresponding to the braking operation in response to the braking operation, and specifically implement the acquisition function in the above step 301 and other implicit steps.

[0164] The determination module 920 is configured to determine the first braking value based on the pedal travel, and specifically implements the determination function in the above step 302 and other implicit steps.

[0165] Adjustment module 930 is configured to adjust the first braking value based on reference information to obtain a second braking value if the brake assist condition is met, where the reference information includes driving state information. Specifically, this module can implement the adjustment functions described in steps 303-304, steps 701-702, and steps 801-802, as well as other implicit steps.

[0166] The braking module 940 is configured to perform braking processing based on the second braking value, and specifically implement the braking function in the above step 305 and other implicit steps.

[0167] Optionally, the braking assist condition includes at least one of a driving speed condition, a pedal stroke condition, and a pedal speed condition, wherein the driving speed condition is that the driving speed is greater than a driving speed threshold, the pedal stroke condition is that the pedal stroke is greater than a pedal stroke threshold, and the pedal speed condition is that the pedal speed is greater than a pedal speed threshold.

[0168] Optionally, the reference information also includes road information.

[0169] Optionally, the driving status information includes the driving speed of the vehicle.

[0170] Road information includes road type information and / or road surface condition information, wherein the road type information is used to directly or indirectly indicate the maximum allowable driving speed of the road, and the road surface condition information is used to directly or indirectly indicate whether there is water or snow on the road surface.

[0171] Optionally, the adjustment module 930 is configured to:

[0172] A first adjustment coefficient is determined based on the reference information.

[0173] The first braking value is adjusted based on the fixed braking value and the first adjustment coefficient to obtain a second braking value.

[0174] Optionally, the adjustment module 930 is configured to:

[0175] A product of the fixed braking value and the first adjustment factor is determined.

[0176] The sum of the first braking value and the product is determined to obtain a second braking value.

[0177] Optionally, the device further includes:

[0178] The storage module is used to obtain and store the set fixed braking value in response to the braking value setting instruction.

[0179] Optionally, the first adjustment coefficient is greater than 0.

[0180] Optionally, the adjustment module 930 is configured to:

[0181] A second adjustment coefficient is determined based on the reference information.

[0182] The first braking value is adjusted based on the basic adjustment coefficient and the second adjustment coefficient to obtain the second braking value.

[0183] Optionally, the adjustment module 930 is configured to:

[0184] The product of the basic adjustment coefficient, the first braking value and the second adjustment coefficient is determined to obtain the second braking value.

[0185] Optionally, the device further includes:

[0186] The storage module is used to obtain the set basic adjustment coefficient in response to the coefficient setting instruction and store it.

[0187] Optionally, the second adjustment coefficient is greater than 1.

[0188] In an embodiment of the present application, when the vehicle brakes, the braking assistance conditions are judged by the vehicle braking system. If the braking assistance conditions are met, the braking value provided by the driver will be adjusted according to the reference information to obtain a braking value that is more suitable for the current braking demand of the vehicle, thereby reducing the probability of secondary braking during the braking process and preventing traffic accidents such as rear-end collisions due to inaccurate judgment of braking needs.

[0189] It should be noted that the vehicle braking device provided in the above embodiment is merely illustrated by the division of the above functional modules during vehicle braking. In actual applications, the above functions can be distributed among different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle braking device provided in the above embodiment and the vehicle braking method embodiment are based on the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here.

[0190] In the above embodiments, they can be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented using software, they can be implemented in whole or in part in the form of a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a device, the process or function according to the embodiment of the present invention is generated in whole or in part. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium can be any available medium that can be accessed by the device or a data storage device such as a server or data center that includes one or more available media. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, and a magnetic tape), an optical medium (e.g., a digital video disk (DVD), etc.), or a semiconductor medium (e.g., a solid-state drive, etc.).

[0191] Those skilled in the art will understand that all or part of the steps of implementing the above embodiments may be accomplished by hardware, or by programs instructing related hardware to accomplish the steps. The programs may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a disk, or an optical disk, etc.

[0192] The above is only one embodiment of the present invention and is not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application should be included in the scope of protection of the present application.

[0193] 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 (including but not limited to signals transmitted between user terminals and other devices, etc.) 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 the relevant laws, regulations and standards of the relevant countries and regions. For example, information such as the current location of the vehicle involved in this application is obtained with full authorization.

Claims

1. A method for braking a vehicle, characterized in that: The method comprises: In response to a brake operation, obtaining a pedal stroke corresponding to the brake operation; determining a first braking value based on the pedal travel; If the brake assist condition is met, adjusting the first braking value based on reference information to obtain a second braking value, wherein the reference information includes driving state information; Braking processing is performed based on the second braking value.

2. The method according to claim 1, characterized in that The brake assist condition includes at least one of a driving speed condition, a pedal stroke condition, and a pedal speed condition, wherein the driving speed condition is that the driving speed is greater than a driving speed threshold, the pedal stroke condition is that the pedal stroke is greater than a pedal stroke threshold, and the pedal speed condition is that the pedal speed is greater than a pedal speed threshold.

3. The method according to claim 1 or 2, characterized in that The reference information also includes road information.

4. The method according to claim 3, characterized in that The driving state information includes the driving speed of the vehicle; The road information includes road type information and / or road surface condition information, wherein the road type information is used to directly or indirectly indicate the maximum allowable driving speed of the road, and the road surface condition information is used to directly or indirectly indicate whether there is water or snow on the road surface.

5. The method according to any one of claims 1 to 4, characterized in that The adjusting the first braking value based on the reference information to obtain the second braking value includes: determining a first adjustment coefficient based on the reference information; The first braking value is adjusted based on the fixed braking value and the first adjustment coefficient to obtain a second braking value.

6. The method according to claim 5, characterized in that The adjusting the first braking value based on the fixed braking value and the first adjustment coefficient to obtain the second braking value includes: determining a product of a fixed braking value and the first adjustment coefficient; A sum of the first braking value and the product is determined to obtain a second braking value.

7. The method according to claim 5 or 6, characterized in that The method further comprises: In response to the braking value setting instruction, the set fixed braking value is acquired and stored.

8. The method according to any one of claims 5 to 7, characterized in that: The first adjustment coefficient is greater than 0.

9. The method according to any one of claims 1 to 4, characterized in that The adjusting the first braking value based on the reference information to obtain the second braking value includes: determining a second adjustment coefficient based on the reference information; The first braking value is adjusted based on the basic adjustment coefficient and the second adjustment coefficient to obtain a second braking value.

10. The method according to claim 9, characterized in that The adjusting the first braking value based on the basic adjustment coefficient and the second adjustment coefficient to obtain the second braking value includes: A product of a basic adjustment coefficient, the first braking value, and the second adjustment coefficient is determined to obtain a second braking value.

11. The method according to claim 9 or 10, characterized in that The method further comprises: In response to the coefficient setting instruction, the set basic adjustment coefficient is acquired and stored.

12. The method according to any one of claims 9 to 11, characterized in that: The second adjustment coefficient is greater than 1.

13. A vehicle braking device, characterized in that: The device comprises: an acquisition module, configured to acquire a pedal stroke corresponding to a braking operation in response to the braking operation; a determination module, configured to determine a first braking value based on the pedal travel; an adjusting module, configured to adjust the first braking value based on reference information to obtain a second braking value if a brake assist condition is satisfied, wherein the reference information includes driving state information; The braking module is configured to perform braking processing based on the second braking value.

14. The device according to claim 13, characterized in that The brake assist condition includes at least one of a driving speed condition, a pedal stroke condition, and a pedal speed condition, wherein the driving speed condition is that the driving speed is greater than a driving speed threshold, the pedal stroke condition is that the pedal stroke is greater than a pedal stroke threshold, and the pedal speed condition is that the pedal speed is greater than a pedal speed threshold.

15. The device according to claim 13 or 14, characterized in that The reference information also includes road information.

16. The device according to claim 15, characterized in that The driving state information includes the driving speed of the vehicle; The road information includes road type information and / or road surface condition information, wherein the road type information is used to directly or indirectly indicate the maximum allowable driving speed of the road, and the road surface condition information is used to directly or indirectly indicate whether there is water or snow on the road surface.

17. The device according to any one of claims 13 to 16, characterized in that The adjustment module is used to: determining a first adjustment coefficient based on the reference information; The first braking value is adjusted based on the fixed braking value and the first adjustment coefficient to obtain a second braking value.

18. The device according to claim 17, characterized in that The adjustment module is used to: determining a product of a fixed braking value and the first adjustment coefficient; A sum of the first braking value and the product is determined to obtain a second braking value.

19. The device according to claim 17 or 18, characterized in that The device further comprises: The storage module is used to obtain and store the set fixed braking value in response to the braking value setting instruction.

20. The device according to any one of claims 17 to 19, characterized in that The first adjustment coefficient is greater than 0.

21. The device according to any one of claims 13 to 16, characterized in that The adjustment module is used to: determining a second adjustment coefficient based on the reference information; The first braking value is adjusted based on the basic adjustment coefficient and the second adjustment coefficient to obtain a second braking value.

22. The device according to claim 21, characterized in that The adjustment module is used to: A product of a basic adjustment coefficient, the first braking value, and the second adjustment coefficient is determined to obtain a second braking value.

23. The device according to claim 21 or 22, characterized in that The device further comprises: The storage module is used to obtain the set basic adjustment coefficient in response to the coefficient setting instruction and store it.

24. The device according to any one of claims 21 to 23, characterized in that The second adjustment coefficient is greater than 1.

25. A computer device, characterized in that: The computer device includes a memory and a processor, wherein the memory is used to store computer instructions; The processor executes the computer instructions stored in the memory to enable the computer device to perform the method according to any one of claims 1 to 12.

26. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program code. In response to the computer program code being executed by a computer device, the computer device executes the method according to any one of claims 1 to 12.

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