Dynamic adjusting method, device and equipment for vehicle braking force and medium

Abstract

The invention discloses a dynamic adjusting method, device and equipment for vehicle braking force and a medium. The method comprises the steps that when a vehicle is braked on a ramp road section, the ramp angle of the ramp road section is determined; according to the driving direction of the vehicle on the ramp road section, the ramp angle, the brake pedal pressure, the vehicle gravity and a preset braking performance coefficient, the target braking force of the vehicle is calculated, and the braking performance coefficient is used for representing that when the vehicle is braked on a non-ramp road section, the target braking force of the vehicle is obtained. The conversion relation between the brake pedal pressure and the target brake force is obtained; the braking air pressure of a vehicle brake is adjusted according to the target braking force, so that the wheel end braking force of the vehicle reaches the target braking force, the vehicle braking force is dynamically adjusted according to the ramp angle, the braking performance is optimized in real time, it is ensured that the vehicle can keep consistent braking feeling under different gradients, the fatigue of a driver is effectively reduced, and the driving safety is improved. The emergency braking safety is improved, meanwhile, the predictability and consistency of the braking system are enhanced, and the driving experience is optimized.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle braking control, and in particular to a method, device, equipment and medium for dynamically adjusting vehicle braking force. Background Art

[0002] In existing vehicle braking systems, the mapping relationship between the brake pedal force and the wheel-end braking force is usually achieved through a preset braking performance curve. The braking performance curve is as follows: Figure 1 Braking performance curves are typically determined during vehicle development based on test data and subjective evaluation under flat road conditions. This mapping remains unchanged during actual vehicle operation. The core of this control strategy is to provide the driver with an intuitive perception of braking response through the pedal-force-brake-force transfer characteristic.

[0003] However, the current braking performance curve is only optimized for flat road scenarios, such as Figure 2 As shown in the figure, when a vehicle is on a heavily loaded downhill section, the wheel-end braking force must simultaneously overcome the component of the vehicle's gravity along the slope, resulting in a lower deceleration than expected for the driver with the same pedal force input. In heavily loaded downhill scenarios, to achieve the target deceleration, the driver must actively apply greater pedal force to compensate for the insufficient braking force caused by the slope. Long-term operation can easily lead to driver fatigue, and in emergency braking scenarios, insufficient pedal force may extend the braking distance, increasing the risk of traffic accidents. Furthermore, the fixed nature of existing braking performance curves causes the vehicle's driving characteristics on different slopes to undergo sudden and unexpected changes, reducing the predictability and consistency of the braking system. Summary of the Invention

[0004] The present application provides a method, device, equipment and medium for dynamically adjusting vehicle braking force, which can dynamically adjust vehicle braking force and optimize braking performance in real time according to the slope angle and driving direction, ensuring that the vehicle can maintain a consistent braking feel on different slopes and optimizing the driving experience.

[0005] In a first aspect, an embodiment of the present application provides a method for dynamically adjusting vehicle braking force, the method comprising: When the vehicle brakes on a slope section, determining the slope angle of the slope section; Calculating a target braking force for the vehicle based on the vehicle's direction of travel on the slope, the slope angle, brake pedal pressure, vehicle gravity, and a preset braking performance coefficient, wherein the braking performance coefficient is used to characterize a conversion relationship between the brake pedal pressure and the target braking force when the vehicle brakes on a non-slope section; The brake air pressure of the vehicle brake is adjusted according to the target braking force so that the wheel end braking force of the vehicle reaches the target braking force.

[0006] In conjunction with the first aspect, in one embodiment, calculating the target braking force of the vehicle based on the driving direction of the vehicle on the slope section, the slope angle, the brake pedal pressure, the vehicle gravity, and a preset braking performance coefficient includes: multiplying the brake pedal pressure by the braking performance coefficient to obtain a basic braking force of the vehicle; calculating the compensatory braking force of the vehicle using a first formula according to the ramp angle, the brake pedal pressure, the vehicle gravity, and the braking performance coefficient, or calculating the compensatory braking force using a second formula according to the ramp angle and the vehicle gravity; The target braking force of the vehicle is determined according to the driving direction of the vehicle on the slope section, the basic braking force, and the compensation braking force.

[0007] In conjunction with the first aspect, in one embodiment, the first formula includes: △F=(k1*k1 / (k1- G*sin(atan(δ))) / f max )-k1)*f Wherein, ΔF is the compensation braking force, k1 is the braking performance coefficient, G is the vehicle gravity, δ is the percentage of the slope angle, f is the brake pedal pressure, and f max is the maximum effective pedal force.

[0008] In conjunction with the first aspect, in one embodiment, the second formula includes: △F= G*sin(atan(δ)) Wherein, ΔF is the compensatory braking force, G is the vehicle gravity, and δ is the percentage of the ramp angle.

[0009] In combination with the first aspect, in one embodiment, determining the target braking force of the vehicle according to the driving direction of the vehicle on the slope section, the basic braking force, and the compensation braking force includes: If the vehicle is traveling downhill on the slope section, the target braking force is obtained by adding the basic braking force to the compensation braking force.

[0010] In combination with the first aspect, in one embodiment, determining the target braking force of the vehicle according to the driving direction of the vehicle on the slope section, the basic braking force, and the compensation braking force includes: If the vehicle is traveling uphill on the slope section, the target braking force is obtained by subtracting the compensation braking force from the basic braking force.

[0011] In combination with the first aspect, in one embodiment, controlling the brake air pressure of the vehicle brake according to the target braking force so that the wheel-end braking force of the vehicle reaches the target braking force includes: Dividing the target braking force by the torque gradient coefficient of the vehicle brake to obtain a corresponding target air pressure, wherein the torque gradient coefficient is used to characterize the conversion relationship between the brake air pressure and the wheel-end braking force; The vehicle brake is controlled to output a brake air pressure according to the target air pressure.

[0012] In a second aspect, an embodiment of the present application provides a device for dynamically adjusting vehicle braking force, the device comprising: a determination module, configured to determine a slope angle of a slope section when the vehicle brakes on the slope section; a calculation module, configured to calculate a target braking force of the vehicle based on the vehicle's driving direction on the slope section, the slope angle, brake pedal pressure, vehicle gravity, and a preset braking performance coefficient, wherein the braking performance coefficient is used to represent a conversion relationship between the brake pedal pressure and the target braking force when the vehicle brakes on a non-slope section; The regulating module is used to regulate the brake air pressure of the vehicle brake according to the target braking force so that the wheel end braking force of the vehicle reaches the target braking force.

[0013] In a third aspect, an embodiment of the present application provides a dynamic adjustment device for vehicle braking force, which includes a processor, a memory, and a dynamic adjustment program for vehicle braking force stored in the memory and executable by the processor, wherein when the dynamic adjustment program for vehicle braking force is executed by the processor, the steps of the dynamic adjustment method for vehicle braking force as described in any one of the above items are implemented.

[0014] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, characterized in that a dynamic adjustment program for vehicle braking force is stored on the computer-readable storage medium, wherein when the dynamic adjustment program for vehicle braking force is executed by a processor, the steps of the dynamic adjustment method for vehicle braking force as described in any one of the above items are implemented.

[0015] The beneficial effects of the technical solutions provided in the embodiments of the present application include: When a vehicle brakes on a slope section, the slope angle of the slope section is determined; the target braking force of the vehicle is calculated based on the vehicle's driving direction on the slope section, the slope angle, brake pedal pressure, vehicle gravity and a preset braking performance coefficient, wherein the braking performance coefficient is used to characterize the conversion relationship between the brake pedal pressure and the target braking force when the vehicle brakes on a non-slope section; the brake air pressure of the vehicle brake is adjusted according to the target braking force so that the wheel-end braking force of the vehicle reaches the target braking force, thereby dynamically adjusting the vehicle braking force according to the slope angle, thereby optimizing the braking performance in real time, ensuring that the vehicle can maintain a consistent braking feel on different slopes, effectively reducing driver fatigue, improving emergency braking safety, and at the same time enhancing the predictability and consistency of the braking system to optimize the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the basic braking performance curve of this application; Figure 2 This is a schematic diagram of the force analysis of a vehicle going downhill; Figure 3 This is a flow chart of an embodiment of a method for dynamically adjusting vehicle braking force according to the present application; Figure 4 A schematic diagram of the first braking force curve of this application; Figure 5 A schematic diagram of the second braking force curve of this application; Figure 6 This is a schematic diagram of the structure of the braking system of this application; Figure 7 This is a schematic diagram of the functional modules of an embodiment of a dynamic adjustment device for vehicle braking force of the present application; Figure 8 This is a schematic diagram of the hardware structure of the dynamic adjustment device of the vehicle braking force involved in the embodiment of the present application. DETAILED DESCRIPTION

[0017] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0018] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0019] In a first aspect, an embodiment of the present application provides a method for dynamically adjusting vehicle braking force.

[0020] In one embodiment, referring to Figure 3 , Figure 3 This is a flow chart of the first embodiment of the method for dynamically adjusting the braking force of a vehicle according to the present application. Figure 3 As shown, the dynamic adjustment method of the vehicle braking force includes: Step S101: When a vehicle brakes on a slope section, determine the slope angle of the slope section.

[0021] It is worth noting that a vehicle can be equipped with a high-precision slope sensor that monitors the inclination angle of the road surface on which the vehicle is located. This sensor can thereby determine whether the vehicle is on a slope, the slope angle of the slope, and the direction of travel on the slope. The direction of travel on a slope includes both uphill and downhill.

[0022] Step S102: Calculate the target braking force of the vehicle based on the vehicle's driving direction on the slope section, the slope angle, brake pedal pressure, vehicle gravity, and a preset braking performance coefficient, wherein the braking performance coefficient is used to characterize the conversion relationship between the brake pedal pressure and the target braking force when the vehicle brakes on a non-slope section.

[0023] It is worth noting that if Figure 1 As shown, when the vehicle brakes on a non-slope road section, the target braking force of the vehicle can be determined according to the preset basic braking performance curve. In this embodiment, the basic braking performance curve is F=k1*f. Among them, F is the target braking force, k1 is the braking performance coefficient, and f is the brake pedal pressure applied to the brake pedal by the driver when braking. The braking performance coefficient k1 is determined based on the test data and subjective evaluation of the vehicle braking under non-slope road conditions, and is preset in the vehicle. The braking performance coefficient is the mapping coefficient between the brake pedal pressure and the wheel-end braking force when the vehicle brakes on a non-slope road section.

[0024] In one embodiment, the target braking force of the vehicle is calculated based on the vehicle's driving direction on the slope section, the slope angle, brake pedal pressure, vehicle gravity, and a preset braking performance coefficient, including: multiplying the brake pedal pressure and the braking performance coefficient to obtain the basic braking force of the vehicle; calculating the compensation braking force of the vehicle using a first formula based on the slope angle, the brake pedal pressure, the vehicle gravity, and the braking performance coefficient, or calculating the compensation braking force using a second formula based on the slope angle and the vehicle gravity; and determining the target braking force of the vehicle based on the vehicle's driving direction on the slope section, the basic braking force, and the compensation braking force.

[0025] It's worth noting that when a vehicle travels on a slope, whether uphill or downhill, the component of gravity along the slope can significantly differ from the actual braking force required when traveling on a non-sloping road (flat ground). Therefore, this embodiment dynamically compensates for the change in braking force caused by the slope by providing a compensating braking force. This ensures that the vehicle maintains the same braking effect on a slope as on flat ground, significantly improving the driving experience and driving safety.

[0026] In this embodiment, two different compensation braking force calculation methods are provided to meet different driving scenarios and the personalized needs of drivers, enabling either aggressive or gentle braking force compensation. Drivers can choose based on their driving habits and preferences, resulting in a more comfortable and personalized driving experience.

[0027] The first method for calculating the compensatory braking force is more gentle, and the compensation value gradually increases as the pedal force increases. The calculation method is as follows: based on the slope angle, the brake pedal pressure, the vehicle gravity, and the braking performance coefficient, the compensatory braking force of the vehicle is calculated using a first formula, which includes: △F=(k1*k1 / (k1- G*sin(atan(δ))) / f max )-k1)*f Wherein, ΔF is the compensation braking force, k1 is the braking performance coefficient, G is the vehicle gravity, δ is the percentage of the slope angle, that is, the unit of δ is %, f is the brake pedal pressure, f max This calculation method is suitable for users who are accustomed to driving vehicles without dynamic brake force adjustment and have a certain understanding of the physical laws of vehicle downhill driving, which provides a smoother transition in the cabin experience.

[0028] The second method for calculating the compensation braking force is more radical and is suitable for scenarios that require fast response and large braking force compensation. The calculation method is to calculate the compensation braking force according to the slope angle and the vehicle gravity using a second formula, which includes: △F= G*sin(atan(δ)) Where ΔF is the compensatory braking force, G is the vehicle's gravity, and δ is the percentage of the slope angle. This calculation method provides maximum braking force compensation in all situations, suitable for drivers who seek an aggressive driving experience and quick response. It provides stronger braking support and greater confidence, especially in emergency braking or long, heavily loaded downhill descents.

[0029] Both methods for calculating brake force compensation are pre-programmed into the vehicle's controller, allowing the driver to select them via a button on the instrument panel based on their actual driving needs and habits. Drivers can flexibly switch between compensation modes based on the current driving scenario and their preferences for brake force response speed and intensity, thereby improving driving safety and comfort.

[0030] Furthermore, determining the target braking force of the vehicle according to the driving direction of the vehicle on the slope section, the basic braking force, and the compensation braking force includes: If the vehicle is traveling downhill on the slope section, the target braking force is obtained by adding the basic braking force to the compensation braking force. This is because when traveling downhill, the vehicle needs additional braking force to offset the component of gravity along the slope direction.

[0031] For example, if the driver selects a milder braking force compensation, the basic braking force can be added to the compensation braking force calculated according to the first formula to obtain the target braking force: F=k1*f+(k1*k1 / (k1- G*sin(atan(δ))) / f max )-k1)*f Where F is the target braking force. The first braking force curve corresponding to this compensation method is as follows: Figure 4 shown.

[0032] If the driver chooses a more aggressive braking force compensation, the base braking force can be added to the compensation braking force calculated according to the second formula to obtain the target braking force: F=k1*f+G*sin(atan(δ)) Where F is the target braking force. The second braking force curve corresponding to this compensation method is as follows: Figure 5 As shown, a significant jump begins to occur in the early stage.

[0033] If the vehicle is traveling uphill on the sloped road section, the target braking force is obtained by subtracting the compensation braking force from the basic braking force. This is because when traveling uphill, the component force of gravity on the vehicle will hinder the vehicle's forward movement, which is conducive to braking and deceleration.

[0034] For example, if the driver selects a milder braking force compensation, the compensation braking force calculated according to the first formula can be subtracted from the base braking force to obtain the target braking force: F=k1*f-(k1*k1 / (k1- G*sin(atan(δ)) / f max )-k1)*f If the driver chooses a more aggressive braking force compensation, the compensation braking force calculated according to the second formula can be subtracted from the base braking force to obtain the target braking force: F=k1*fG*sin(atan(δ)) It's worth noting that in downhill scenarios, since the component of gravity along the slope pushes the vehicle down, increased braking force is needed to offset this component, so the compensating braking force is added to the base braking force. In uphill scenarios, since the component of gravity along the slope hinders the vehicle's forward motion, a moderate reduction in braking force can achieve the same braking effect, so the compensating braking force is subtracted from the base braking force. The driver can select aggressive or mild braking force compensation based on their driving habits and the current driving scenario using the instrument panel button, and the vehicle controller will automatically adjust the braking force accordingly.

[0035] Step S103: adjusting the brake air pressure of the vehicle brake according to the target braking force so that the wheel-end braking force of the vehicle reaches the target braking force.

[0036] Specifically, step S103 includes dividing the target braking force by the torque gradient coefficient of the vehicle brake to obtain a corresponding target air pressure. The torque gradient coefficient is used to characterize the conversion relationship between brake air pressure and wheel-end braking force and is a constant value determined by the physical structure of the brake. The vehicle brake is controlled to output brake air pressure according to the target air pressure to ensure that the vehicle's wheel-end braking force reaches the target braking force.

[0037] For example, the structure of the braking system of the present application is as follows: Figure 6 As shown, the proportional valve represents a brake-by-wire system (EBS), which also includes the necessary controller. The EBS controller receives vehicle load information (e.g., calculated by the EBS itself based on vehicle powertrain parameters or read from the suspension system's displacement sensor). The EBS system controls the proportional valve's output air pressure based on the current driver pedal force f (or pedal travel s). For example, on flat ground, the output air pressure is P1, while on downhill slopes, the output air pressure is P2, where P2 = P1 + ΔP. The wheel brake's braking force output characteristic is linear, expressed as: F = E⋅P. Here, F is the wheel brake force, E is the brake torque gradient coefficient (constant), and P is the air pressure. The required compensation braking force ΔF is calculated based on the aforementioned change in slope angle. The required additional air pressure ΔP can then be calculated using the formula ΔF = E⋅ΔP. The EBS system controls the proportional valve's output air pressure gain ΔP to achieve the target braking force.

[0038] A pressure sensor is typically installed at the output of the proportional valve (or in a location such as the brake chamber) to measure changes in brake pressure and facilitate closed-loop control or verification of the EBS system. This allows the EBS system to precisely adjust brake pressure, ensuring the target braking force is achieved regardless of slope and direction of travel, resulting in consistent braking performance.

[0039] In a second aspect, an embodiment of the present application also provides a device for dynamically adjusting the braking force of a vehicle.

[0040] In one embodiment, referring to Figure 7 , Figure 7 This is a functional module diagram of an embodiment of a dynamic adjustment device for vehicle braking force of the present application. Figure 7 As shown, the dynamic adjustment device of the vehicle braking force includes: a determination module, configured to determine a slope angle of a slope section when the vehicle brakes on the slope section; a calculation module, configured to calculate a target braking force of the vehicle based on the vehicle's driving direction on the slope section, the slope angle, brake pedal pressure, vehicle gravity, and a preset braking performance coefficient, wherein the braking performance coefficient is used to represent a conversion relationship between the brake pedal pressure and the target braking force when the vehicle brakes on a non-slope section; The regulating module is used to regulate the brake air pressure of the vehicle brake according to the target braking force so that the wheel end braking force of the vehicle reaches the target braking force.

[0041] Furthermore, in one embodiment, the calculation module is further configured to: multiplying the brake pedal pressure by the braking performance coefficient to obtain a basic braking force of the vehicle; calculating the compensatory braking force of the vehicle using a first formula according to the ramp angle, the brake pedal pressure, the vehicle gravity, and the braking performance coefficient, or calculating the compensatory braking force using a second formula according to the ramp angle and the vehicle gravity; The target braking force of the vehicle is determined according to the driving direction of the vehicle on the slope section, the basic braking force, and the compensation braking force.

[0042] Furthermore, in one embodiment, the first formula includes: △F=(k1*k1 / (k1- G*sin(atan(δ))) / f max )-k1)*f Wherein, ΔF is the compensation braking force, k1 is the braking performance coefficient, G is the vehicle gravity, δ is the percentage of the slope angle, f is the brake pedal pressure, and f maxis the maximum effective pedal force.

[0043] Furthermore, in one embodiment, the second formula includes: △F= G*sin(atan(δ)) Wherein, ΔF is the compensatory braking force, G is the vehicle gravity, δ is the percentage of the ramp angle, and f max is the maximum effective pedal force.

[0044] Furthermore, in one embodiment, the calculation module is further configured to include: If the vehicle is traveling downhill on the slope section, the target braking force is obtained by adding the basic braking force to the compensation braking force.

[0045] Furthermore, in one embodiment, the calculation module is further configured to include: If the vehicle is traveling uphill on the slope section, the target braking force is obtained by subtracting the compensation braking force from the basic braking force.

[0046] Furthermore, in one embodiment, the control module is further configured to: Dividing the target braking force by the torque gradient coefficient of the vehicle brake to obtain a corresponding target air pressure, wherein the torque gradient coefficient is used to characterize the conversion relationship between the brake air pressure and the wheel-end braking force; The vehicle brake is controlled to output a brake air pressure according to the target air pressure.

[0047] Among them, the functional implementation of each module in the above-mentioned dynamic adjustment device for vehicle braking force corresponds to the various steps in the above-mentioned embodiment of the dynamic adjustment method for vehicle braking force, and their functions and implementation processes will not be repeated here one by one.

[0048] In a third aspect, an embodiment of the present application provides a device for dynamically adjusting the braking force of a vehicle. The device for dynamically adjusting the braking force of a vehicle may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0049] Reference Figure 8 , Figure 8 FIG1 is a schematic diagram of the hardware structure of the vehicle braking force dynamic adjustment device involved in the embodiment of the present application. In the embodiment of the present application, the vehicle braking force dynamic adjustment device may include a processor, a memory, a communication interface and a communication bus.

[0050] The communication bus may be of any type and is used to interconnect the processor, memory, and communication interface.

[0051] Communication interfaces include input / output (I / O), physical, and logical interfaces, used to interconnect components within the vehicle braking force dynamic adjustment device, as well as interfaces used to interconnect the device with other devices (such as other computing devices or user devices). Physical interfaces can include Ethernet, fiber optic, and ATM interfaces; user devices can include displays and keyboards.

[0052] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0053] The processor may be a general-purpose processor that can invoke a dynamic vehicle braking force adjustment program stored in a memory and execute the dynamic vehicle braking force adjustment method provided in the embodiments of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the dynamic vehicle braking force adjustment program is invoked can be referenced to the various embodiments of the dynamic vehicle braking force adjustment method of the present application and will not be further described here.

[0054] Those skilled in the art will understand that Figure 8 The hardware structure shown in the figure does not constitute a limitation to the present application and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0055] In a fourth aspect, an embodiment of the present application also provides a computer-readable storage medium.

[0056] The computer-readable storage medium of the present application stores a dynamic adjustment program for vehicle braking force, wherein when the dynamic adjustment program for vehicle braking force is executed by a processor, the steps of the dynamic adjustment method for vehicle braking force as described above are implemented.

[0057] Among them, the method implemented when the dynamic adjustment program of the vehicle braking force is executed can refer to the various embodiments of the dynamic adjustment method of the vehicle braking force of the present application, and will not be repeated here.

[0058] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0059] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0060] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0061] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0062] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0063] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, or the part that contributes to the existing technology, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of this application.

[0064] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for dynamically adjusting vehicle braking force, characterized in that: The method for dynamically adjusting the vehicle braking force comprises: When the vehicle brakes on a slope section, determining the slope angle of the slope section; Calculating a target braking force for the vehicle based on the vehicle's direction of travel on the slope, the slope angle, brake pedal pressure, vehicle gravity, and a preset braking performance coefficient, wherein the braking performance coefficient is used to characterize a conversion relationship between the brake pedal pressure and the target braking force when the vehicle brakes on a non-slope section; The brake air pressure of the vehicle brake is adjusted according to the target braking force so that the wheel end braking force of the vehicle reaches the target braking force.

2. The method for dynamically adjusting the vehicle braking force according to claim 1, wherein: Calculating a target braking force of the vehicle according to the driving direction of the vehicle on the slope section, the slope angle, brake pedal pressure, vehicle gravity, and a preset braking performance coefficient includes: multiplying the brake pedal pressure and the braking performance coefficient to obtain a basic braking force of the vehicle; calculating the compensatory braking force of the vehicle using a first formula according to the ramp angle, the brake pedal pressure, the vehicle gravity, and the braking performance coefficient, or calculating the compensatory braking force using a second formula according to the ramp angle and the vehicle gravity; The target braking force of the vehicle is determined according to the driving direction of the vehicle on the slope section, the basic braking force, and the compensation braking force.

3. The method for dynamically adjusting the vehicle braking force according to claim 1, wherein: The first formula includes: △F=(k1*k1 / (k1- G*sin(atan(δ)) / f max )-k1)*f Wherein, ΔF is the compensation braking force, k1 is the braking performance coefficient, G is the vehicle gravity, δ is the percentage of the slope angle, f is the brake pedal pressure, and f max is the maximum effective pedal force.

4. The method for dynamically adjusting the vehicle braking force according to claim 2, wherein: The second formula includes: △F=G*sin(atan(δ)) Wherein, ΔF is the compensatory braking force, G is the vehicle gravity, and δ is the percentage of the ramp angle.

5. The method for dynamically adjusting the vehicle braking force according to claim 2, wherein: Determining a target braking force of the vehicle according to the driving direction of the vehicle on the slope section, the basic braking force, and the compensation braking force includes: If the vehicle is traveling downhill on the slope section, the target braking force is obtained by adding the basic braking force to the compensation braking force.

6. The method for dynamically adjusting the vehicle braking force according to claim 2, wherein: Determining a target braking force of the vehicle according to the driving direction of the vehicle on the slope section, the basic braking force, and the compensation braking force includes: If the vehicle is traveling uphill on the slope section, the target braking force is obtained by subtracting the compensation braking force from the basic braking force.

7. The method for dynamically adjusting the vehicle braking force according to claim 1, wherein: Controlling the brake air pressure of the vehicle brake according to the target braking force so that the wheel-end braking force of the vehicle reaches the target braking force includes: Dividing the target braking force by the torque gradient coefficient of the vehicle brake to obtain a corresponding target air pressure, wherein the torque gradient coefficient is used to characterize the conversion relationship between the brake air pressure and the wheel-end braking force; The vehicle brake is controlled to output a brake air pressure according to the target air pressure.

8. A dynamic adjustment device for vehicle braking force, characterized in that: The dynamic adjustment device for the vehicle braking force comprises: a determination module, configured to determine a slope angle of a slope section when the vehicle brakes on the slope section; a calculation module, configured to calculate a target braking force of the vehicle based on the vehicle's driving direction on the slope section, the slope angle, brake pedal pressure, vehicle gravity, and a preset braking performance coefficient, wherein the braking performance coefficient is used to represent a conversion relationship between the brake pedal pressure and the target braking force when the vehicle brakes on a non-slope section; A control module is used to control the brake air pressure of the vehicle brake according to the target braking force, so that the wheel end braking force of the vehicle reaches the target braking force.

9. A dynamic adjustment device for vehicle braking force, characterized in that: The dynamic adjustment device for the vehicle braking force includes a processor, a memory, and a dynamic adjustment program for the vehicle braking force stored in the memory and executable by the processor, wherein when the dynamic adjustment program for the vehicle braking force is executed by the processor, the steps of the dynamic adjustment method for the vehicle braking force as described in any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a dynamic adjustment program for vehicle braking force, wherein when the dynamic adjustment program for vehicle braking force is executed by a processor, the steps of the dynamic adjustment method for vehicle braking force as claimed in any one of claims 1 to 7 are implemented.

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