Method for controlling vehicle braking, vehicle and storage medium

Abstract

The invention provides a method for controlling vehicle braking, a vehicle and a storage medium, and relates to the technical field of vehicle braking. When the driving mode of the vehicle is the target driving mode, the actual deceleration (first deceleration) of the vehicle is determined in response to the stepping operation of the brake pedal, and then the larger value of the actual deceleration and the maximum deceleration (second deceleration) of the current driving road surface is selected as the target deceleration to determine the first vehicle speed (reference vehicle speed). And controlling the brake pressure based on the first slip rate and a preset slip rate range. In the above process, the reference vehicle speed can be decreased fast when the target deceleration is larger, if the rotating speed of the wheels at the moment is not changed or is decreased slowly, the calculated sliding rate is small, the braking control system can judge that braking is insufficient and increase the braking pressure, and therefore the rotating speed of the wheels is decreased faster, and the actual deceleration of the vehicle is increased. Therefore, according to the scheme, the deceleration of the vehicle can be increased during braking in the target driving mode, and the braking distance is shortened.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, and more specifically, to a method, vehicle, and storage medium for controlling vehicle braking in the field of vehicle braking technology. Background Technology

[0002] With the continuous advancement of technology in the automotive industry and the improvement of people's living standards, more and more people are starting to travel by car. For example, driving to desert areas to appreciate the vast desert landscape and experience excitement and adventure.

[0003] Currently, when vehicles are driven in desert environments, their braking performance is severely affected, resulting in excessively long braking distances.

[0004] Therefore, there is an urgent need for a method to increase deceleration when vehicles brake in sandy environments, thereby achieving a shorter braking distance and improving the user experience. Summary of the Invention

[0005] This application provides a method for controlling vehicle braking, a vehicle, and a storage medium. The method can increase the deceleration of the vehicle during braking when the vehicle's driving mode is the target driving mode, thereby achieving a shorter braking distance and improving the user experience.

[0006] In a first aspect, a method for controlling vehicle braking is provided, the method comprising: when the vehicle's driving mode is a target driving mode, in response to a brake pedal being depressed in the vehicle, determining a first deceleration of the vehicle at the current moment; determining a target deceleration, which is the larger of the first deceleration and a second deceleration, and determining a first vehicle speed based on the target deceleration, the second deceleration being the maximum deceleration available on the current driving road surface, the first vehicle speed being an estimated current speed of the vehicle; and controlling the braking pressure of the vehicle based on a first slip ratio and a preset slip ratio range, the first slip ratio being obtained based on the first vehicle speed and the wheel rotation speed of the vehicle at the current moment, the preset slip ratio range being used to balance the braking performance and stability of the vehicle.

[0007] In the above technical solution, when the vehicle's driving mode is the target driving mode, the actual deceleration of the vehicle (first deceleration) is determined in response to the braking pedal being depressed. Then, the larger of this actual deceleration and the maximum deceleration of the current driving surface (second deceleration) is selected as the target deceleration to determine the first vehicle speed (reference speed). Braking pressure is controlled based on the first slip ratio and a preset slip ratio range. In this process, a larger target deceleration allows the reference speed (the vehicle's theoretical speed) to decrease faster. If the wheel speed remains constant or decreases slowly, the calculated slip ratio will be too low. The braking control system will then determine insufficient braking and increase the braking pressure, thereby allowing the wheel speed to decrease more quickly, thus increasing the actual deceleration of the vehicle. Therefore, this solution can increase the vehicle's deceleration and shorten the braking distance when braking in the target driving mode. Furthermore, controlling the vehicle's braking pressure can maintain the actual slip ratio within the preset slip ratio range, while ensuring the vehicle's braking performance and stability.

[0008] In conjunction with the first aspect, in some possible implementations, determining a first vehicle speed based on the target deceleration includes: determining a second vehicle speed based on the instantaneous vehicle speed when the brake pedal is depressed; determining the time difference between the first moment when the brake pedal is depressed and the current moment; determining the change in vehicle speed based on the time difference and the target deceleration, and determining the first vehicle speed based on the second vehicle speed and the change in vehicle speed.

[0009] In the above technical solution, the second vehicle speed is determined based on the instantaneous vehicle speed when the brake pedal is depressed. This allows for time accumulation starting from when the brake pedal is depressed, and by combining this with the current moment, a more accurate time difference can be obtained. Furthermore, based on the accurate time difference and a constant target deceleration, the change in vehicle speed within the time difference can be accurately determined, thereby estimating the accurate first vehicle speed. This solution also simplifies the speed estimation process by directly using a constant target deceleration instead of relying on complex and real-time deceleration, which reduces computational latency and error risks. Simultaneously, on unstable driving surfaces such as sand, it avoids the distortion caused by acceleration sensors when measuring real-time deceleration, ensuring the reliability of the speed estimation.

[0010] In combination with the first aspect and the above implementation, in some possible implementations, controlling the braking pressure of the vehicle based on a first slip ratio and a preset slip ratio range includes: reducing the braking pressure when the first slip ratio exceeds the preset slip ratio range; increasing the braking pressure when the first slip ratio does not reach the preset slip ratio range; and maintaining the braking pressure when the first slip ratio is within the preset slip ratio range.

[0011] In the above technical solution, when the first slip ratio exceeds the preset slip ratio range, the braking pressure is immediately reduced to prevent wheel lock-up, which could lead to getting stuck in sand or loss of steering control. When the first slip ratio does not reach the lower limit of the preset slip ratio range, the braking pressure is actively increased to fully utilize the tire's adhesion potential to approach the target deceleration and shorten the braking distance. Maintaining the braking pressure when the first slip ratio is in the optimal range allows the vehicle to continuously exert peak braking pressure. The target deceleration set based on the maximum deceleration of the current driving surface allows the braking control system to balance braking intensity and grip limits in real time. When the vehicle is driving on sand or soft surfaces, it can avoid braking failure caused by excessive slippage, maintain the optimal slip ratio to significantly shorten the braking distance, and ensure that the vehicle's steering and handling are not compromised.

[0012] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method for determining the second deceleration includes: acquiring multiple deceleration peak values ​​of each of the multiple test vehicles, wherein the multiple deceleration peak values ​​of the test vehicle are the deceleration peak values ​​during each braking when the test vehicle brakes at different starting speeds on the current driving surface, and the braking pedal force is increased according to a preset step value until the braking pedal reaches the limit position; sorting the multiple deceleration peak values ​​in descending order, and determining the average value of the first preset number of deceleration peak values ​​after sorting as the second deceleration.

[0013] In the above technical solution, controlling multiple test vehicles to begin braking at different initial speeds can cover multiple real-world braking scenarios, avoiding deviations caused by a single speed. The brake pedal force is increased according to a preset step value until the limit is reached, while simultaneously collecting deceleration peak values ​​at different brake pedal forces, comprehensively capturing the adhesion potential of the current driving surface. Furthermore, after sorting the multiple deceleration peak values ​​in descending order, the average of the first preset number of optimal deceleration peaks is calculated. This focuses on the high-performance braking range, eliminating accidental and inefficient deceleration peaks, ensuring that the final determined second deceleration accurately represents the theoretical maximum deceleration available on the current driving surface, providing a high-confidence critical value reference for the braking control system.

[0014] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the method for determining the preset slip ratio range includes: determining a target slip ratio corresponding to the current driving surface based on the surface type of the current driving surface and a preset model between the surface adhesion coefficient and the slip ratio, wherein the target slip ratio is the optimal slip ratio for balancing the braking performance and stability of the vehicle; substituting the target slip ratio into the preset model to obtain the maximum adhesion coefficient of the current driving surface; reducing the maximum adhesion coefficient to obtain a first adhesion coefficient, and substituting the first adhesion coefficient into the preset model to obtain the preset slip ratio range.

[0015] In the above technical solution, a preset model is invoked based on the road surface type, and the theoretically optimal slip ratio is dynamically determined by combining real-time road surface attributes. This ensures that the target slip ratio matches the road conditions of the current driving surface. Furthermore, the target slip ratio is substituted into the preset model to deduce the maximum adhesion coefficient, accurately quantifying the ultimate grip of the current driving surface. The maximum adhesion coefficient is actively reduced to generate a first adhesion coefficient with a safety margin, preventing the braking control system from operating in a critical unstable region. Finally, the first adhesion coefficient is substituted back into the preset model to derive a preset slip ratio range. This allows the braking control system to maintain near-maximum braking efficiency while effectively preventing wheel lock-up, achieving an optimal balance between braking distance and directional stability when the vehicle is driving on sand or soft surfaces.

[0016] In conjunction with the first aspect and the above-described implementations, in some possible implementations, before determining the first vehicle speed based on the target deceleration, the method further includes: determining the road surface hardness and road surface slope of the current driving surface; and determining the first vehicle speed based on the target deceleration, including: adjusting the target deceleration based on the road surface hardness and / or the road surface slope to obtain a third deceleration, and determining the first vehicle speed based on the third deceleration; and controlling the braking pressure of the vehicle based on a first slip ratio and a preset slip ratio range, including: adjusting the preset slip ratio range based on the road surface hardness to obtain a first slip ratio range, and controlling the braking pressure based on the first slip ratio and the first slip ratio range.

[0017] The above technical solution incorporates control logic that monitors the road surface hardness and slope in real time. It dynamically adjusts the target deceleration using road surface hardness and / or slope, ensuring the determined third deceleration better matches the terrain mechanics characteristics of the current driving surface. Simultaneously, it adjusts the preset slip ratio range based on road surface hardness, forming a condition-customized first slip ratio range. This solution enables vehicles operating in sand mode to improve braking distance accuracy through speed estimation using hardness and / or slope compensation, and to dynamically adjust braking pressure based on the first slip ratio range optimized for hardness. This maintains optimal tire contact performance in complex environments such as steep slopes and alternating hard and soft surfaces, significantly enhancing braking stability and terrain passability.

[0018] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the preset slip ratio range is adjusted based on the road surface hardness to obtain a first slip ratio range, including: when the road surface hardness is less than or equal to the preset hardness, increasing the initial slip ratio in the preset slip ratio range by a first deviation and decreasing the final slip ratio in the preset slip ratio range by the first deviation to obtain the first slip ratio range, wherein the preset hardness is used to indicate the uniformity of the tire ground pressure distribution when the vehicle is driving; when the road surface hardness is greater than the preset hardness, decreasing the initial slip ratio by a second deviation and increasing the final slip ratio by the second deviation to obtain the first slip ratio range.

[0019] In the above technical solution, when the road surface hardness is less than or equal to the preset hardness, the current driving surface is relatively soft. In this case, increasing the initial slip ratio by the first deviation and decreasing the final slip ratio by the first deviation tightens the preset slip ratio range, allowing for precise control of the wheel slippage and preventing the vehicle from getting stuck. When the road surface hardness is greater than the preset hardness, widening the preset slip ratio range allows for greater slip ratio fluctuations, which fully utilizes road adhesion to improve braking force and shorten braking distance.

[0020] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the target driving mode is a sand mode. When the vehicle's driving mode is the target driving mode, in response to the depressing operation of the brake pedal in the vehicle, the first deceleration of the vehicle at the current moment is determined, including: when the driving mode is the target driving mode, determining whether the current driving surface is sand; when the current driving surface is sand, determining whether the current tire pressure of the vehicle is less than a preset tire pressure, the preset tire pressure being obtained based on a first preset amplitude and the standard tire pressure of the vehicle; when the current tire pressure is less than the preset tire pressure, in response to the depressing operation of the brake pedal, determining the current first deceleration of the vehicle.

[0021] In the above technical solution, braking operation is only initiated and the first deceleration is determined when it is confirmed that the current driving surface is sandy, the vehicle's current tire pressure is less than the standard tire pressure by a specific percentage, and the driving mode is sandy mode. Detecting whether the current driving surface is sandy avoids mistakenly triggering sandy mode on inappropriate road conditions, thus preventing the aforementioned control logic for braking on sandy surfaces from being triggered (determining the first deceleration -> determining the first vehicle speed based on the target deceleration -> controlling the vehicle's braking pressure based on the first slip ratio and a preset slip ratio range). Detecting whether the current tire pressure is less than the preset tire pressure triggers the aforementioned control logic when the current tire pressure is less than the preset tire pressure. Lowering the tire pressure increases the tire's contact area, enhancing traction on sandy surfaces. This ensures that when the vehicle is driving on sand and this application supports braking at higher decelerations, the vehicle is less prone to skidding, improving driving safety.

[0022] In a second aspect, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0023] Thirdly, a computer-readable storage medium is provided that stores executable program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of a scenario where a vehicle is used, provided in an embodiment of this application; Figure 2 This is a schematic flowchart illustrating a method for controlling vehicle braking provided in an embodiment of this application; Figure 3 This is a schematic diagram of a process for determining the current first deceleration of a vehicle, provided in an embodiment of this application. Figure 4 This is a schematic diagram of a process for determining a third deceleration provided in an embodiment of this application; Figure 5 This is a schematic diagram of a device for controlling vehicle braking provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0025] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0026] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0027] Figure 1 This is a schematic diagram of a scenario where a vehicle is used, provided in an embodiment of this application.

[0028] With the continuous advancement of technology in the automotive industry and the improvement of people's living standards, more and more people are starting to travel by car. For example, such as... Figure 1 As shown, users can drive a vehicle (i.e., vehicle A) to the desert region to experience the vast desert area and thrills and adventures.

[0029] The surface adhesion coefficient of sandy areas is relatively low, and the sand is often quite soft. This makes it difficult for vehicles to decelerate or stop quickly when driving in desert environments, resulting in excessively long braking distances.

[0030] In related technologies, some drivers disconnect the wheel speed sensors to cut off their signal input to the Anti-lock Braking System (ABS), causing the ABS to lose its ability to monitor wheel motion and thus preventing the ABS control logic from triggering. In this situation, the vehicle's braking will not be intervened by the ABS, and the wheels may lock up completely due to continuous braking. In a desert environment, locked wheels will interact strongly with the loose sand, and the sand pushed by the wheels will create drag. Under certain conditions, the braking force generated by this drag may exceed the dynamic braking force when the ABS intervenes, resulting in greater deceleration for the vehicle.

[0031] However, when the wheels lock up completely, the vehicle loses its steering ability and cannot avoid obstacles in its path, making it highly susceptible to skidding or fishtailing, significantly reducing driving safety. Especially on soft sand, a single wheel locking up can cause the vehicle to lose control.

[0032] To address the aforementioned problems, this application proposes a method for controlling vehicle braking. By dynamically adjusting the vehicle's braking pressure, the deceleration during braking is increased, resulting in a shorter braking distance. Details are as follows: Figure 2 The methods and steps in the text.

[0033] Figure 2 This is a schematic flowchart of a method for controlling vehicle braking provided in an embodiment of this application.

[0034] It should be understood that the method for controlling vehicle braking provided in this application embodiment can be applied to, for example... Figure 1 The vehicle shown (e.g., vehicle A) specifically illustrates that the method for controlling vehicle braking can be applied to a braking control system within the vehicle. Optionally, this braking control system is ABS.

[0035] For example, such as Figure 2 As shown, the method 200 includes the following steps 201 to 203.

[0036] Step 201: When the vehicle's driving mode is the target driving mode, determine the vehicle's first deceleration at the current moment in response to the depressing of the brake pedal in the vehicle.

[0037] It should be understood that the target driving mode in step 201 above can be sand mode. Sand mode refers to a driving mode used when the vehicle is driving on sandy or soft surfaces, where the vehicle is prone to slipping and the road surface adhesion is low. The aforementioned "current moment" is usually a moment after the brake pedal has been pressed. The aforementioned "first deceleration" is the actual deceleration of the vehicle at the current moment. This first deceleration can be directly measured by the acceleration sensor or obtained through a specific determination method, as follows.

[0038] In some embodiments, determining a first deceleration of the vehicle at the current moment in response to a brake pedal being depressed in the vehicle includes: acquiring multiple adjacent vehicle speeds via a vehicle body inertial measurement unit in response to the brake pedal being depressed in the vehicle, wherein the time difference between each adjacent vehicle speed is the same; determining multiple fourth decelerations based on each adjacent vehicle speed and the time difference, and determining the average of the multiple fourth decelerations as a fifth deceleration; acquiring a sixth deceleration of the vehicle at the current moment via an acceleration sensor in the vehicle; determining a first deceleration correction amount as the difference between the sixth deceleration and the zero-drift acceleration, wherein the zero-drift acceleration is the acceleration when the acceleration sensor exhibits zero-drift phenomenon, and the zero-drift acceleration is the acceleration of the vehicle measured by the acceleration sensor when the vehicle is stationary; and weighting and fusing the fifth deceleration and the first deceleration correction amount based on a first weight and a second weight to obtain the first deceleration.

[0039] It should be understood that in the above scheme, multiple adjacent vehicle speeds refer to the vehicle speed after the brake pedal has been depressed. The average of multiple fourth decelerations is calculated to reduce the influence of instantaneous speed fluctuations on the first deceleration. The sixth deceleration also refers to the vehicle's actual deceleration at the current moment; however, the sixth deceleration is directly measured by the acceleration sensor and does not consider the effect of zero-drift. The first deceleration described in the above embodiment is determined based on the sixth deceleration. The aforementioned first deceleration correction amount refers to the vehicle's actual deceleration at the current moment after considering the zero-drift phenomenon. Comparatively, the first deceleration correction amount is more accurate than the sixth deceleration in determining the vehicle's actual deceleration at the current moment. Furthermore, the sum of the first weight and the second weight is a first preset value, which is 1.

[0040] In some embodiments, the fifth deceleration and the first deceleration correction amount are weighted and fused based on a first weight and a second weight to obtain the first deceleration, including: weighting and fusing the fifth deceleration and the first deceleration correction amount based on a first weight and a second weight to obtain a seventh deceleration; determining the deceleration compensation amount when the acceleration sensor measures the sixth deceleration based on the road surface slope of the current driving surface; and determining the first deceleration based on the seventh deceleration and the deceleration compensation amount.

[0041] In some embodiments, the method for determining the first weight and the second weight includes: determining the first weight and the second weight based on the measurement accuracy of the accelerometer, wherein the measurement accuracy is positively correlated with the first weight and negatively correlated with the first weight.

[0042] Figure 3 This is a schematic diagram illustrating a process for determining the current first deceleration of a vehicle, as provided in an embodiment of this application. The following is in conjunction with... Figure 3 The target driving mode is described as Sand Mode, which is another process for determining the first deceleration (the other process for determining the first deceleration corresponds to step 201).

[0043] Step 301: If the driving mode is the target driving mode, determine whether the current driving surface is sandy. Step 302: If the current driving surface is sandy, determine whether the current tire pressure of the vehicle is less than the preset tire pressure, which is obtained based on a first preset amplitude and the standard tire pressure of the vehicle. Step 303: If the current tire pressure is less than the preset tire pressure, in response to the depressing of the brake pedal, determine the current first deceleration of the vehicle.

[0044] It should be understood that the above Figure 3The technical solution in the article is a specific lower-level scheme for determining the first deceleration of the vehicle at the current moment in response to the depressing operation of the brake pedal when the vehicle's driving mode is sand mode, corresponding to claim 7.

[0045] It should also be understood that determining whether the vehicle's current tire pressure is lower than the preset tire pressure in the above scheme is used to determine whether the vehicle's tire pressure system is in a deflated state. The aforementioned first preset amplitude refers to a value lower than a first preset value, which is represented as a percentage. Optionally, the first preset amplitude is 70%. The aforementioned standard tire pressure refers to the standard tire inflation pressure specified by the vehicle manufacturer for the vehicle (usually marked in the vehicle owner's manual, on the door pillar, or on the fuel filler cap). The standard tire pressure is the reference value set at the vehicle's factory.

[0046] In the above technical solution, braking operation is only initiated and the first deceleration is determined when it is confirmed that the current driving surface is sandy, the vehicle's current tire pressure is less than the standard tire pressure by a specific percentage, and the driving mode is sandy mode. Detecting whether the current driving surface is sandy avoids mistakenly triggering sandy mode on inappropriate road conditions, thus preventing the aforementioned control logic for braking on sandy surfaces from being triggered (determining the first deceleration -> determining the first vehicle speed based on the target deceleration -> controlling the vehicle's braking pressure based on the first slip ratio and a preset slip ratio range). Detecting whether the current tire pressure is less than the preset tire pressure triggers the aforementioned control logic when the current tire pressure is less than the preset tire pressure. Lowering the tire pressure increases the tire's contact area, enhancing traction on sandy surfaces. This ensures that when the vehicle is driving on sand and this application supports braking at higher decelerations, the vehicle is less prone to skidding, improving driving safety.

[0047] Step 202: Determine the larger target deceleration between the first deceleration and the second deceleration, and determine the first vehicle speed based on the target deceleration. The second deceleration is the maximum deceleration that the current driving road surface can provide, and the first vehicle speed is the estimated speed of the vehicle at the current moment.

[0048] It should be understood that in step 202 above, selecting the larger deceleration (target deceleration) between the first deceleration and the second deceleration to estimate the vehicle's current speed (the first speed can be called the reference speed) can make the reference speed decrease faster.

[0049] In one possible implementation, determining the first vehicle speed based on the target deceleration in step 202 includes: determining the second vehicle speed based on the instantaneous vehicle speed when the brake pedal is depressed; determining the time difference between the first moment when the brake pedal is depressed and the current moment; determining the change in vehicle speed based on the time difference and the target deceleration; and determining the first vehicle speed based on the second vehicle speed and the change in vehicle speed.

[0050] It should be understood that in the above scheme, the first moment when the brake pedal is pressed is earlier than the current moment of responding to the brake pedal pressing operation. The second vehicle speed is the initial vehicle speed used to determine the first vehicle speed.

[0051] In the above technical solution, the second vehicle speed is determined based on the instantaneous vehicle speed when the brake pedal is depressed. This allows for time accumulation starting from when the brake pedal is depressed, and by combining this with the current moment, a more accurate time difference can be obtained. Furthermore, based on the accurate time difference and a constant target deceleration, the change in vehicle speed within the time difference can be accurately determined, thus deriving the first vehicle speed. This solution also simplifies the vehicle speed estimation process by directly using a constant target deceleration instead of relying on complex and real-time deceleration, which reduces computational latency and error risks. Simultaneously, on unstable driving surfaces such as sand, it avoids the distortion caused by acceleration sensors when measuring real-time deceleration, ensuring the reliability of vehicle speed estimation, thereby optimizing measured braking performance and maintaining vehicle stability.

[0052] In some embodiments, a second vehicle speed is determined based on the instantaneous vehicle speed when the brake pedal is depressed, including any of the following: determining the instantaneous vehicle speed as the second vehicle speed; or, in cases where the instantaneous vehicle speed is used to indicate vehicle slippage and / or wheel lockup, determining the vehicle speed after a first moment when the vehicle is not slipping and the wheels are not locked as the second vehicle speed.

[0053] In some embodiments, determining the first vehicle speed based on the second vehicle speed and the change in vehicle speed includes: determining the difference between the second vehicle speed and the change in vehicle speed as the first vehicle speed.

[0054] In one possible implementation, the method for determining the second deceleration in step 202 includes: acquiring multiple deceleration peak values ​​for each of the multiple test vehicles, wherein the multiple deceleration peak values ​​of the test vehicle are the deceleration peak values ​​during each braking when the test vehicle brakes at different starting speeds on the current driving surface, and the braking pedal force is increased according to a preset step value until the braking pedal reaches its limit position; sorting the multiple deceleration peak values ​​in descending order, and determining the average value of the first preset number of deceleration peak values ​​after sorting as the second deceleration.

[0055] It should be understood that in the above scheme, different starting vehicle speeds refer to the vehicle speed at which each test vehicle begins braking (begins to depress the brake pedal). The preset step value refers to the difference in brake pedal force between two adjacent braking actions. Multiple preset step values ​​corresponding to two adjacent braking actions can be different; that is, the difference in brake pedal force between the first and second braking actions is the first preset step value; the difference in brake pedal force between the second and third braking actions is the second preset step value; the first preset step value and the second preset step value are different.

[0056] It should also be understood that, in the above scheme, the peak deceleration of the vehicle during each braking refers to the maximum deceleration of the vehicle during the period from the current braking to the next braking.

[0057] Furthermore, when the preset quantity in the above scheme is N (e.g., 2), determining the average of the first preset quantity of deceleration peaks after sorting as the second deceleration means determining the average of the first N deceleration peaks after sorting as the second deceleration. Here, N is a positive integer greater than 1.

[0058] In the above technical solution, controlling multiple test vehicles to begin braking at different initial speeds can cover multiple real-world braking scenarios and avoid deviations caused by a single speed. The brake pedal force is increased according to a preset step value until the limit is reached, while simultaneously collecting deceleration peak values ​​at different brake pedal forces to comprehensively capture the adhesion potential of the current driving surface. Furthermore, after sorting the multiple deceleration peak values ​​in descending order, the average of the first preset number of optimal deceleration peaks is calculated. This focuses on the high-performance braking range, eliminating accidental and inefficient deceleration peaks, ensuring that the final determined second deceleration accurately represents the theoretical maximum deceleration available on the current driving surface, providing a high-confidence critical value reference for the vehicle's braking control system.

[0059] In some embodiments, before sorting the plurality of deceleration peaks in descending order and determining the average of the first preset number of sorted deceleration peaks as the second deceleration, the method 200 further includes: deleting deceleration peaks used to indicate slippage and / or wheel lock-up from the plurality of deceleration peaks of each test vehicle to obtain a plurality of candidate deceleration peaks; and sorting the plurality of deceleration peaks in descending order and determining the average of the first preset number of sorted deceleration peaks as the second deceleration, which includes: sorting the plurality of candidate deceleration peaks in descending order and determining the average of the first preset number of sorted candidate deceleration peaks as the second deceleration.

[0060] In some embodiments, the method for determining the preset quantity includes: obtaining a first quantity of candidate deceleration peak values; determining a second quantity as the product of the first quantity and a second preset amplitude; determining the second quantity as the first quantity if the value corresponding to the second quantity is an integer; and determining the first quantity as the quantity obtained by rounding up the value corresponding to the second quantity if the value corresponding to the second quantity is not an integer.

[0061] It should be understood that the second preset amplitude refers to a value less than the first preset value, and the second preset amplitude is represented as a percentage. Optionally, the second preset amplitude is 10%.

[0062] Step 203: Based on the first slip ratio and the preset slip ratio range, control the braking pressure of the vehicle. The first slip ratio is obtained based on the first vehicle speed and the wheel speed of the vehicle at the current moment. The preset slip ratio range is used to balance the braking performance and stability of the vehicle.

[0063] It should be understood that in the target driving mode (specifically, sand mode), after the brake pedal is triggered, the current actual deceleration (first deceleration) is first determined and compared with the maximum deceleration on the road surface (second deceleration). The larger value is taken as the target deceleration to estimate the reference vehicle speed (first vehicle speed). Then, based on the reference vehicle speed and wheel speed, the slip ratio (first slip ratio) is calculated. Combined with a preset slip ratio range used to balance braking performance and stability, the braking pressure is dynamically adjusted. The core concept is: taking a larger target deceleration allows the reference vehicle speed to decrease faster. When the first slip ratio does not reach the preset slip ratio range, the vehicle's braking control system judges that the braking pressure is insufficient and increases the braking pressure to improve deceleration. If the first slip ratio is close to the preset slip ratio range, appropriately reducing the braking pressure can prevent excessive wheel slippage. Thus, under the low-adhesion and soft road surface characteristics of sand, the larger target deceleration is used to increase the braking pressure, while slip ratio control prevents the wheels from locking up and getting stuck in the sand, thereby improving deceleration and shortening the braking distance.

[0064] It should also be understood that in step 203 above, the preset slip ratio range is the slip ratio range corresponding to the current driving surface, specifically referring to the slip ratio range used to balance the braking performance and stability of the vehicle when driving on the current driving surface. That is, when the vehicle's slip ratio is within the preset slip ratio range and the vehicle brakes, the vehicle can simultaneously possess excellent braking performance and stability. Furthermore, this preset slip ratio range is determined by the initial slip ratio. and termination slip ratio The characteristic is that the termination slip ratio is greater than the initial slip ratio, that is, the preset slip ratio range is specifically as follows: .

[0065] It should also be understood that controlling the vehicle's braking pressure in step 203 refers to adjusting the braking force on the wheels by changing the clamping force of the brake pads (or brake shoes) against the brake disc (or brake drum) through controlling the hydraulic or pneumatic pressure in the braking system. Furthermore, in step 203, controlling the vehicle's braking pressure maintains the vehicle's actual slip ratio within a preset slip ratio range.

[0066] In some embodiments, the method for determining the first slip ratio includes: determining the average or maximum wheel speed of a plurality of wheels in a vehicle as a target wheel speed; converting the target wheel speed into a theoretical linear speed based on the target wheel speed and the effective rolling radius of the wheel; determining the speed difference between a first vehicle speed and the theoretical linear speed; and determining the first slip ratio based on the ratio between the speed difference and the first vehicle speed.

[0067] In some embodiments, before converting the target wheel speed into a theoretical linear velocity based on the target wheel speed and the effective rolling radius of the wheel, the method 200 further includes: determining an adjustment range based on the ratio between the current tire pressure and the standard tire pressure when the current tire pressure deviates from the standard tire pressure by a third preset amplitude; determining the adjusted effective rolling radius as the product of the effective rolling radius and the adjustment range; or, acquiring multiple vehicle speeds and wheel speeds corresponding to each vehicle speed when the vehicle is traveling at a constant speed; determining multiple rolling radii based on the ratio between each vehicle speed and the wheel speed corresponding to each vehicle speed; and selecting from the multiple rolling radii used to indicate the rolling radius caused by road bumps. The abruptly changing rolling radius is deleted to obtain multiple candidate rolling radii; the average of the multiple candidate rolling radii is determined as the target rolling radius; if the radius deviation between the target rolling radius and the effective rolling radius is greater than a preset radius deviation, the target rolling radius and the effective rolling radius are weighted and fused based on the third weight and the fourth weight to obtain the adjusted effective rolling radius, where the third weight is a smoothing coefficient; and, based on the target wheel speed and the effective rolling radius of the wheel, the target wheel speed is converted into a theoretical linear velocity, including: based on the target wheel speed and the adjusted effective rolling radius, the target wheel speed is converted into a theoretical linear velocity.

[0068] It should be understood that the third preset amplitude refers to a value less than the first preset value, and the third preset amplitude is represented as a percentage. Optionally, the third preset amplitude is 10%. The sum of the third weight and the fourth weight is 1. This third weight is used to avoid the influence of sudden radius changes on the determination of the theoretical linear velocity, and thus on the determination of the first slip ratio. Optionally, the third weight is 0.3.

[0069] In one possible implementation, step 203, controlling the braking pressure of the vehicle based on the first slip ratio and a preset slip ratio range, includes: reducing the braking pressure when the first slip ratio exceeds the preset slip ratio range; increasing the braking pressure when the first slip ratio does not reach the preset slip ratio range; and maintaining the braking pressure when the first slip ratio is within the preset slip ratio range.

[0070] It should be understood that in the above scheme, the first slip ratio exceeding the preset slip ratio range means that the first slip ratio is greater than the termination slip ratio in the preset slip ratio range; the first slip ratio not reaching the preset slip ratio range means that the first slip ratio is less than the starting slip ratio.

[0071] In the above technical solution, when the first slip ratio exceeds the preset slip ratio range, the braking pressure is immediately reduced to prevent wheel lock-up, which could lead to getting stuck in sand or loss of steering control. When the first slip ratio does not reach the lower limit of the preset slip ratio range, the braking pressure is actively increased to fully utilize the tire's adhesion potential to approach the target deceleration and shorten the braking distance. Maintaining the braking pressure when the first slip ratio is in the optimal range allows the vehicle to continuously exert peak braking pressure. The target deceleration set based on the maximum deceleration of the current driving surface allows the braking control system to balance braking intensity and grip limits in real time. When the vehicle is driving on sand or soft surfaces, it can avoid braking failure caused by excessive slippage, maintain the optimal slip ratio to significantly shorten the braking distance, and ensure that the vehicle's steering and handling are not compromised.

[0072] In some embodiments, reducing the braking pressure includes: controlling the opening of a pressure relief valve in the brake lines of the vehicle to reduce the clamping force of the brake pads on the brake disc; increasing the braking pressure includes: pressurizing the brake lines by a brake pump in the vehicle to pressurize the brake pads more tightly against the brake disc; and maintaining the braking pressure includes: controlling the closing of a pressure boosting valve and a pressure relief valve in the brake lines to maintain a stable clamping force between the brake pads and the brake disc.

[0073] In one possible implementation, the method for determining the preset slip ratio range in step 203 includes: determining a target slip ratio corresponding to the current driving surface based on the surface type of the current driving surface and a preset model between the surface adhesion coefficient and the slip ratio, wherein the target slip ratio is the optimal slip ratio for balancing the braking performance and stability of the vehicle; substituting the target slip ratio into the preset model to obtain the maximum adhesion coefficient of the current driving surface; reducing the maximum adhesion coefficient to obtain a first adhesion coefficient, and substituting the first adhesion coefficient into the preset model to obtain the preset slip ratio range.

[0074] It should be understood that in the above scheme, the preset slip ratio ranges are different for different road surface types. Reducing the maximum adhesion coefficient can be achieved by multiplying the maximum adhesion coefficient by a fourth preset amplitude, which is then used to determine the target adhesion coefficient. This fourth preset amplitude refers to a value less than the first preset value, and is expressed as a percentage. Optionally, this fourth preset amplitude is 90%.

[0075] In the above technical solution, a preset model is invoked based on the road surface type, and the theoretically optimal slip ratio is dynamically determined by combining real-time road surface attributes. This ensures that the target slip ratio matches the road conditions of the current driving surface. Furthermore, the target slip ratio is substituted into the preset model to deduce the maximum adhesion coefficient, accurately quantifying the ultimate grip of the current driving surface. The maximum adhesion coefficient is actively reduced to generate a first adhesion coefficient with a safety margin, preventing the braking control system from operating in a critical unstable region. Finally, the first adhesion coefficient is substituted back into the preset model to derive a preset slip ratio range. This allows the braking control system to maintain near-maximum braking efficiency while effectively preventing wheel lock-up, achieving an optimal balance between braking distance and directional stability when the vehicle is driving on sand or soft surfaces.

[0076] In some embodiments, the preset model is a Burckhardt model. Based on the road surface type of the current driving surface and the preset model between the road surface adhesion coefficient and the slip ratio, the target slip ratio corresponding to the current driving surface is determined, including: assigning values ​​to the road surface characteristic parameters in the preset model based on the road surface type to obtain a first parameter, a second parameter, and a third parameter; differentiating the preset model to obtain a first model; and if the result value of the first model is a second preset value, substituting the first parameter, the second parameter, and the third parameter into the first model to determine the target slip ratio.

[0077] It should be noted here that the above Burckhardt model is the Burckhardt model, which can be expressed mathematically as follows: This mathematical expression is used to represent the road surface adhesion coefficient. With slip ratio The mathematical relationship between them. Among them, , and These are all pavement characteristic parameters; different pavement types correspond to different pavement characteristic parameters. Specifically, this first parameter, Specifically, this second parameter, Specifically, this refers to the third parameter. Furthermore, differentiating the preset model yields the first model; specifically, differentiating the mathematical expression corresponding to the preset model yields the mathematical expression corresponding to the first model. The result value of the first model is the second preset value; specifically, the result value of the mathematical expression corresponding to the first model is the second preset value. Optionally, this second preset value is 0.

[0078] Alternatively, the preset model can also be a Pacejka model.

[0079] Optionally, when the road surface type is sandy, the first parameter is 0.45, the second parameter is 12, and the third parameter is 0.005; when the road surface type is snowy, the first parameter is 0.3, the second parameter is 8, and the third parameter is 0.003.

[0080] For example, taking the Burckhardt model as the preset model, the sandy road surface type as the preset model, the first parameter as 0.45, the second parameter as 12, the third parameter as 0.005, the fourth preset amplitude as 90%, and the second preset value as 0 as an example, the process of determining the preset slip ratio range is described.

[0081] Specifically, by differentiating the mathematical expression corresponding to the Burckhardt model, we obtain the mathematical expression corresponding to the first model. ).exist And will It is 0.45. It is 12. Substituting 0.005 into the mathematical expression corresponding to the first model, we obtain a target slip ratio of 0.5821. The target slip ratio of 0.5821, and... It is 0.45. It is 12. Substituting 0.005 into the mathematical expression corresponding to the Burckhardt model, the maximum adhesion coefficient of the current driving surface (sand) is obtained as 0.4467. Multiplying the maximum adhesion coefficient 0.4467 by 90% of the fourth preset amplitude determines the first adhesion coefficient as 0.402. The first adhesion coefficient 0.402, and... It is 0.45. It is 12. Substituting 0.005 into the mathematical expression corresponding to the Burckhardt model, we obtain an initial slip ratio of 0.163 and an ending slip ratio of 0.417. Therefore, the preset slip ratio range for the current driving surface (sand) is... .

[0082] In one possible implementation, before determining the first vehicle speed based on the target deceleration in step 202, the method 200 further includes: determining the road surface hardness and road surface slope of the current driving surface; and, determining the first vehicle speed based on the target deceleration in step 202 includes: adjusting the target deceleration based on the road surface hardness and / or the road surface slope to obtain a third deceleration, and determining the first vehicle speed based on the third deceleration; and, controlling the braking pressure of the vehicle based on a first slip ratio and a preset slip ratio range in step 203 includes: adjusting the preset slip ratio range based on the road surface hardness to obtain a first slip ratio range, and controlling the braking pressure based on the first slip ratio and the first slip ratio range.

[0083] It should be understood that the principle of determining the first vehicle speed based on the third deceleration in the above scheme is the same as the principle of determining the first vehicle speed based on the target deceleration, and will not be repeated here. The principle of controlling the vehicle's braking pressure based on the first slip ratio and the preset slip ratio range in the above scheme is the same as the principle of controlling the braking pressure based on the first slip ratio and the first slip ratio range, and will not be repeated here.

[0084] The above technical solution incorporates control logic that monitors the road surface hardness and slope in real time. It dynamically adjusts the target deceleration using road surface hardness and / or slope, ensuring the determined third deceleration better matches the terrain mechanics characteristics of the current driving surface. Simultaneously, it adjusts the preset slip ratio range based on road surface hardness, forming a condition-customized first slip ratio range. This solution enables vehicles operating in sand mode to improve braking distance accuracy through speed estimation using hardness and / or slope compensation, and to dynamically adjust braking pressure based on the first slip ratio range optimized for hardness. This maintains optimal tire contact performance in complex environments such as steep slopes and alternating hard and soft surfaces, significantly enhancing braking stability and terrain passability.

[0085] In some embodiments, determining the road surface hardness and road surface slope of the current driving surface includes: determining the road surface hardness based on the reflection intensity and distribution of millimeter-wave radar echo signals emitted from the current driving surface in the vehicle; and determining the road surface slope based on the ratio between the amount of elevation change of the vehicle during driving and the corresponding horizontal driving distance; or, determining the road surface slope based on the braking pressure at the current moment, the total mass of the vehicle, and a first deceleration.

[0086] Figure 4 This is a schematic diagram of a process for determining a third deceleration provided in an embodiment of this application.

[0087] Step 401: Determine whether the road surface hardness is less than or equal to a preset hardness; Step 402: If the road surface hardness is less than or equal to the preset hardness, determine the first deceleration change by multiplying the first deviation amplitude by the target deceleration, where the first deviation amplitude is the extent to which the road surface hardness is less than the preset hardness, and the preset hardness is used to indicate the uniformity of tire contact pressure distribution during vehicle operation; Step 403: Determine the difference between the target deceleration and the first deceleration change as the third deceleration; Step 404: If the road surface hardness is greater than the preset hardness, determine the second deceleration change by multiplying the second deviation amplitude by the target deceleration, where the second deviation amplitude is the extent to which the road surface hardness is greater than the preset hardness; Step 405: Determine the third deceleration by summing the target deceleration and the second deceleration change; or, Step 406: Determine the road surface hardness... Step 407: If the road slope indicates the vehicle is going downhill, determine the third deceleration change based on the sine of the road slope, the product of gravitational acceleration and the first correction coefficient; Step 408: Determine the second deceleration correction as the sum of the third deceleration change and the target deceleration; Step 409: If the second deceleration correction is less than the deceleration limit, determine the second deceleration correction as the third deceleration, where the deceleration limit is the product of the maximum adhesion coefficient of the current driving surface and gravitational acceleration; Step 410: If the second deceleration correction is greater than or equal to the deceleration limit, determine the deceleration limit as the third deceleration; Step 411: If the road slope indicates the vehicle is going uphill, determine the third deceleration as the difference between the target deceleration and the third deceleration change.

[0088] It should be understood that the above scheme is based on the road surface hardness or road surface slope, and the target deceleration is adjusted to obtain the specific lower-level scheme of the third deceleration.

[0089] In some embodiments, adjusting the target deceleration based on the road surface hardness and the road surface slope to obtain a third deceleration includes: when the road surface hardness is less than or equal to a preset hardness and the road surface slope indicates a downhill slope, subtracting the first deceleration change from the target deceleration and then adding it to the third deceleration change to obtain the third deceleration; when the road surface hardness is less than or equal to the preset hardness and the road surface slope indicates an uphill slope, subtracting the first deceleration change from the target deceleration and then subtracting the third deceleration change to obtain the third deceleration; when the road surface hardness is greater than the preset hardness and the road surface slope indicates a downhill slope, determining the third deceleration as the sum of the target deceleration, the second deceleration change, and the third deceleration change; and when the road surface hardness is greater than the preset hardness and the road surface slope indicates an uphill slope, adding the second deceleration change to the target deceleration and then subtracting the third deceleration change to obtain the third deceleration.

[0090] In some embodiments, the method for determining the first deviation amplitude includes: determining the hardness difference between a preset hardness and a road surface hardness; and determining the ratio between the hardness difference and the preset hardness as the first deviation amplitude.

[0091] Optionally, the first correction factor is 0.6.

[0092] In some embodiments, adjusting the preset slip ratio range based on the road surface hardness to obtain a first slip ratio range includes: when the road surface hardness is less than or equal to the preset hardness, increasing the initial slip ratio in the preset slip ratio range by a first deviation and decreasing the final slip ratio in the preset slip ratio range by the first deviation to obtain the first slip ratio range, wherein the preset hardness is used to indicate the uniformity of tire ground pressure distribution when the vehicle is driving; when the road surface hardness is greater than the preset hardness, decreasing the initial slip ratio by a second deviation and increasing the final slip ratio by the second deviation to obtain the first slip ratio range.

[0093] In the above technical solution, when the road surface hardness is less than or equal to the preset hardness, the current driving surface is relatively soft. In this case, increasing the initial slip ratio by the first deviation and decreasing the final slip ratio by the first deviation tightens the preset slip ratio range, allowing for precise control of the wheel slippage and preventing the vehicle from getting stuck. When the road surface hardness is greater than the preset hardness, widening the preset slip ratio range allows for greater slip ratio fluctuations, which fully utilizes road adhesion to improve braking force and shorten braking distance.

[0094] In some embodiments, the method 200 further includes: when the actual driving speed of the vehicle is greater than a preset speed, the braking control system can be disengaged.

[0095] Optionally, the preset speed is 15 km / h.

[0096] Figure 5 This is a schematic diagram of a device for controlling vehicle braking provided in an embodiment of this application.

[0097] For example, such as Figure 5 As shown, the device 500 includes: The determination module 501 is configured to: when the vehicle's driving mode is the target driving mode, in response to the depressing operation of the brake pedal in the vehicle, determine a first deceleration of the vehicle at the current moment; determine a target deceleration that is larger of the first deceleration and the second deceleration, and determine a first vehicle speed based on the target deceleration, wherein the second deceleration is the maximum deceleration that the current driving road surface can provide, and the first vehicle speed is the estimated driving speed of the vehicle at the current moment; The control module 502 is used to control the braking pressure of the vehicle based on a first slip ratio and a preset slip ratio range. The first slip ratio is obtained based on the first vehicle speed and the wheel speed of the vehicle at the current moment. The preset slip ratio range is used to balance the braking performance and stability of the vehicle.

[0098] Optionally, the determining module 501 is specifically used to: determine a second vehicle speed based on the instantaneous vehicle speed when the brake pedal is depressed; determine the time difference between the first moment when the brake pedal is depressed and the current moment; determine the change in vehicle speed based on the time difference and the target deceleration; and determine the first vehicle speed based on the second vehicle speed and the change in vehicle speed.

[0099] Optionally, the control module 502 is specifically configured to: reduce the braking pressure when the first slip ratio exceeds the preset slip ratio range; increase the braking pressure when the first slip ratio does not reach the preset slip ratio range; and maintain the braking pressure when the first slip ratio is within the preset slip ratio range.

[0100] Optionally, the device 500 further includes: an acquisition module, configured to acquire multiple deceleration peak values ​​of each of the multiple test vehicles, wherein the multiple deceleration peak values ​​of the test vehicle are the deceleration peak values ​​during each braking when the test vehicle brakes at different starting speeds on the current driving surface and the brake pedal force is increased according to a preset step value until the brake pedal reaches its limit position; the determination module 501 is further configured to sort the multiple deceleration peak values ​​in descending order, and determine the average value of the first preset number of deceleration peak values ​​after sorting as the second deceleration.

[0101] Optionally, the determining module 501 is further configured to: determine a target slip ratio corresponding to the current driving surface based on the surface type of the current driving surface and a preset model between the surface adhesion coefficient and the slip ratio, wherein the target slip ratio is the optimal slip ratio for balancing the braking performance and stability of the vehicle; substitute the target slip ratio into the preset model to obtain the maximum adhesion coefficient of the current driving surface; reduce the maximum adhesion coefficient to obtain a first adhesion coefficient, and substitute the first adhesion coefficient into the preset model to obtain the preset slip ratio range.

[0102] Optionally, before determining the first vehicle speed based on the target deceleration, the determining module 501 is further configured to determine the road surface hardness and road surface slope of the current driving road surface; and the determining module 501 is further configured to adjust the target deceleration based on the road surface hardness and / or the road surface slope to obtain a third deceleration, and determine the first vehicle speed based on the third deceleration; and the control module 502 is further configured to adjust the preset slip ratio range based on the road surface hardness to obtain a first slip ratio range, and control the braking pressure based on the first slip ratio and the first slip ratio range.

[0103] Optionally, the determining module 501 is further configured to: when the road surface hardness is less than or equal to a preset hardness, increase the initial slip ratio in the preset slip ratio range by a first deviation, and decrease the final slip ratio in the preset slip ratio range by the first deviation, to obtain the first slip ratio range, wherein the preset hardness is used to indicate the uniformity of the tire's ground pressure distribution when the vehicle is driving; when the road surface hardness is greater than the preset hardness, decrease the initial slip ratio by a second deviation, and increase the final slip ratio by the second deviation, to obtain the first slip ratio range.

[0104] Optionally, the target driving mode is a sand driving mode. The determining module 501 is further configured to: determine whether the current driving surface is sand when the driving mode is the target driving mode; determine whether the current tire pressure of the vehicle is less than a preset tire pressure when the current driving surface is sand, the preset tire pressure being obtained based on a first preset amplitude and the standard tire pressure of the vehicle; and determine the current first deceleration of the vehicle in response to the braking pedal being depressed when the current tire pressure is less than the preset tire pressure.

[0105] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0106] For example, such as Figure 6As shown, the vehicle 600 includes a memory 601 and a processor 602. The memory 601 stores executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a method for controlling vehicle braking.

[0107] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling vehicle braking provided in embodiments of this application.

[0108] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0109] When each functional module is divided according to its corresponding function, the device may further include a determining module, a controlling module, a recording module, and a deleting module. It should be noted that all relevant content in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0110] It should be understood that the device provided in this embodiment is used to execute the above-described method for controlling vehicle braking, and therefore can achieve the same effect as the above-described implementation method.

[0111] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant executable program code.

[0112] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0113] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for controlling vehicle braking provided in the above embodiments.

[0114] This embodiment also provides a computer-readable storage medium storing executable program code. When the executable program code is run on a computer, the computer performs the above-described method steps to implement a method for controlling vehicle braking provided in the above embodiment.

[0115] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a method for controlling vehicle braking provided in the above embodiment.

[0116] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0117] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to 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.

[0118] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0119] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling vehicle braking, characterized in that, The method includes: When the vehicle's driving mode is the target driving mode, in response to the depressing of the brake pedal in the vehicle, the first deceleration of the vehicle at the current moment is determined. Determine the larger of the first deceleration and the second deceleration as a target deceleration, and determine a first vehicle speed based on the target deceleration, wherein the second deceleration is the maximum deceleration that the current driving road surface can provide, and the first vehicle speed is the estimated speed of the vehicle at the current moment; The braking pressure of the vehicle is controlled based on a first slip ratio and a preset slip ratio range. The first slip ratio is obtained based on the first vehicle speed and the wheel speed of the vehicle at the current moment. The preset slip ratio range is used to balance the braking performance and stability of the vehicle.

2. The method according to claim 1, characterized in that, Determining the first vehicle speed based on the target deceleration includes: The second vehicle speed is determined based on the instantaneous speed of the vehicle when the brake pedal is depressed; Determine the time difference between the first moment when the brake pedal is depressed and the current moment; Based on the time difference and the target deceleration, the change in vehicle speed is determined, and based on the second vehicle speed and the change in vehicle speed, the first vehicle speed is determined.

3. The method according to claim 1, characterized in that, The method of controlling the braking pressure of the vehicle based on a first slip ratio and a preset slip ratio range includes: If the first slip ratio exceeds the preset slip ratio range, reduce the braking pressure; If the first slip ratio does not reach the preset slip ratio range, increase the braking pressure; When the first slip ratio is within the preset slip ratio range, the braking pressure is maintained.

4. The method according to claim 1, characterized in that, The method for determining the second deceleration includes: Multiple deceleration peak values ​​of each test vehicle among multiple test vehicles are obtained. The multiple deceleration peak values ​​of the test vehicles are the deceleration peak values ​​of each braking when the test vehicles brake on the current driving surface at different starting speeds, and the brake pedal force is increased according to a preset step value until the brake pedal reaches the limit position. The multiple deceleration peaks are sorted in descending order, and the average value of the first preset number of deceleration peaks after sorting is determined as the second deceleration.

5. The method according to claim 1, characterized in that, The method for determining the preset slip ratio range includes: Based on the road surface type of the current driving surface and a preset model between the road surface adhesion coefficient and the slip ratio, a target slip ratio corresponding to the current driving surface is determined. The target slip ratio is the optimal slip ratio for balancing the braking performance and stability of the vehicle. Substituting the target slip ratio into the preset model, the maximum adhesion coefficient of the current driving surface is obtained; The maximum adhesion coefficient is reduced to obtain a first adhesion coefficient, and the first adhesion coefficient is substituted into the preset model to obtain the preset slip ratio range.

6. The method according to claim 1, characterized in that, Before determining the first vehicle speed based on the target deceleration, the method further includes: Determine the road surface hardness and road surface slope of the current driving surface; And, determining the first vehicle speed based on the target deceleration includes: Based on the road surface hardness and / or the road surface slope, the target deceleration is adjusted to obtain a third deceleration, and based on the third deceleration, the first vehicle speed is determined; Furthermore, controlling the braking pressure of the vehicle based on the first slip ratio and a preset slip ratio range includes: Based on the road surface hardness, the preset slip ratio range is adjusted to obtain a first slip ratio range, and the braking pressure is controlled based on the first slip ratio and the first slip ratio range.

7. The method according to claim 6, characterized in that, The step of adjusting the preset slip ratio range based on the road surface hardness to obtain a first slip ratio range includes: When the road surface hardness is less than or equal to the preset hardness, the initial slip ratio in the preset slip ratio range is increased by a first deviation, and the final slip ratio in the preset slip ratio range is decreased by the first deviation to obtain the first slip ratio range. The preset hardness is used to indicate that the tire ground pressure distribution is uniform when the vehicle is driving. If the road surface hardness is greater than the preset hardness, the initial slip ratio is reduced by the second deviation range, and the final slip ratio is increased by the second deviation range to obtain the first slip ratio range.

8. The method according to any one of claims 1-7, characterized in that, The target driving mode is sand mode. When the vehicle's driving mode is the target driving mode, in response to the depressing of the brake pedal, determining the vehicle's first deceleration at the current moment includes: If the driving mode is the target driving mode, determine whether the current driving surface is sandy. When the current driving surface is sandy, determine whether the current tire pressure of the vehicle is lower than the preset tire pressure, which is obtained based on a first preset value and the standard tire pressure of the vehicle; If the current tire pressure is lower than the preset tire pressure, the vehicle's current first deceleration is determined in response to the depressing of the brake pedal.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores executable program code that, when executed, implements the method as described in any one of claims 1 to 8.

Images