Vehicle braking control method, electronic equipment and vehicle

Abstract

The invention discloses a vehicle braking control method, electronic equipment and a vehicle. The vehicle braking control method comprises the steps that braking state parameters of the vehicle are obtained; a pre-trained braking intention recognition model is used for recognizing the braking state parameters, and the braking intention of the user is obtained; and brake parameters of a brake system of the vehicle are determined according to the brake intention, so that the vehicle is braked according to the brake parameters corresponding to the brake intention. The braking intention of the user can be recognized more accurately through the braking state parameters of the vehicle and the pre-trained braking intention recognition model, the requirements of the user can be known better, the braking parameters of the vehicle braking system are adjusted in a self-adaptive mode, the comfort is improved on the premise that safety is guaranteed, and the user experience is improved. Reasonable distribution control over driving comfort and safety is achieved, and a driver has better driving experience.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a vehicle braking control method, electronic equipment, and vehicle. Background Technology

[0002] In recent years, people have increasingly higher requirements for the comfort and safety of cars during driving. Braking is unavoidable during vehicle operation, but due to vehicle inertia, it can cause "nose-diving," which greatly affects driving comfort. In particular, emergency braking can cause significant deceleration, impacting both driving comfort and safety. Summary of the Invention

[0003] This application provides a vehicle braking control method, electronic device, and vehicle, which improves the comfort and safety of vehicle braking.

[0004] To achieve the above objectives, according to a first aspect of this application, a vehicle braking control method is provided, comprising:

[0005] Obtain the vehicle's braking status parameters;

[0006] The braking state parameters are identified using a pre-trained braking intention recognition model to obtain the user's braking intention;

[0007] The braking parameters of the vehicle's braking system are determined according to the braking intention, so that the vehicle brakes according to the braking parameters corresponding to the braking intention.

[0008] Optionally, the braking state parameters include at least one of brake pedal depth, brake pedal force, and vehicle deceleration.

[0009] Optionally, the pre-trained braking intention recognition model is trained based on multiple sets of vehicle braking state parameters collected in advance under different braking intentions.

[0010] Optionally, the braking parameters include braking force, and determining the braking parameters of the vehicle's braking system according to the braking intention, so that the vehicle brakes according to the braking parameters corresponding to the braking intention, includes:

[0011] The braking force of the brakes in the braking system of the vehicle is determined according to the braking intention, so that the vehicle brakes according to the braking force corresponding to the braking intention.

[0012] Optionally, determining the braking force of the brakes in the vehicle's braking system based on the braking intention includes:

[0013] When the braking intention is the first intention, the brakes of the braking system are controlled to apply the first braking force;

[0014] When the braking intention is the second intention, the brakes of the braking system are controlled to apply the second braking force;

[0015] Wherein, the degree of braking urgency of the second intention is greater than that of the first intention, and the second braking force is greater than that of the first braking force.

[0016] Optionally, the first braking force is greater than or equal to a first preset percentage of the standard braking force and less than the standard braking force;

[0017] The second braking force is greater than or equal to the standard braking force and less than the standard braking force by a second preset percentage;

[0018] The standard braking force is the braking force that the vehicle is normally calibrated and adjusted for.

[0019] Optionally, determining the braking force of the brakes in the vehicle's braking system based on the braking intention includes:

[0020] When the braking intention is the first intention, the brakes of the braking system are controlled to apply the first braking force;

[0021] When the braking intention is the second intention, the brakes of the braking system are controlled to apply the second braking force;

[0022] When the braking intention is the third intention, the brakes of the braking system are controlled to apply the third braking force;

[0023] Wherein, the braking urgency of the third intention is greater than that of the second intention, the braking urgency of the second intention is greater than that of the first intention, the third braking force is greater than that of the second braking force, and the second braking force is greater than that of the first braking force.

[0024] Optionally, the first braking force is greater than or equal to a first preset percentage of the standard braking force and less than the standard braking force;

[0025] The second braking force is equal to the standard braking force;

[0026] The third braking force is greater than the standard braking force but less than the standard braking force by a second preset percentage;

[0027] The standard braking force is the braking force that the vehicle is normally calibrated and adjusted for.

[0028] Optionally, the damping of the suspension system in the vehicle can be adjusted according to the braking force.

[0029] Optionally, adjusting the damping of the suspension system in the vehicle according to the braking force includes:

[0030] The control current of the shock absorber in the vehicle's suspension system is adjusted according to the braking force to adjust the suspension damping, wherein the braking force is positively correlated with the control current.

[0031] Optionally, the suspension system includes a front suspension system for the front wheels of the vehicle and a rear suspension system for the rear wheels of the vehicle. The step of adjusting the control current of the shock absorbers in the suspension system to adjust the suspension damping according to the braking force includes:

[0032] The first control current of the shock absorber in the front suspension system is adjusted according to the braking force to adjust the compression damping of the shock absorber;

[0033] The second control current of the shock absorber in the rear suspension system is adjusted according to the braking force to adjust the tension damping of the shock absorber.

[0034] Optionally, the sampling interval is determined according to the braking intention;

[0035] The braking state parameters are obtained based on the sampling interval.

[0036] Optionally, braking parameters can be adjusted according to the user's instructions for different braking intentions.

[0037] According to a second aspect of this application, an electronic device is provided, comprising:

[0038] Memory, on which computer programs / instructions are stored;

[0039] A processor is configured to execute the computer program / instructions in the memory to implement the steps of the vehicle braking control method described above.

[0040] According to a third aspect of this application, a computer-readable storage medium is provided that stores a computer program / instructions thereon, which, when executed by a processor, implement the steps of the vehicle braking control method described above.

[0041] According to a fourth aspect of this application, a computer program product is provided, including a computer program / instructions that, when executed by a processor, implement the steps of the vehicle braking control method described above.

[0042] According to a fifth aspect of this application, a vehicle is provided, the vehicle including electronic devices as described above, or computer-readable storage media as described above.

[0043] This application can more accurately identify the user's braking intention by using the vehicle's braking state parameters and a pre-trained braking intention recognition model. It can better understand the user's needs, adaptively adjust the braking parameters of the vehicle's braking system, improve comfort while ensuring safety, and achieve a reasonable distribution and control of driving comfort and safety, so that the driver has a better driving experience.

[0044] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 This application provides a schematic diagram of a vehicle braking control method processing flow in certain embodiments;

[0047] Figure 2 This application provides a schematic diagram of a vehicle braking control system according to certain embodiments;

[0048] Figure 3 This application provides a flowchart of a PSO-SVM recognition algorithm in certain embodiments;

[0049] Figure 4 This application provides a schematic diagram of a vehicle braking control method decision process in certain embodiments;

[0050] Figure 5 This application provides a schematic diagram of an adaptive adjustment method for vehicle braking control in certain embodiments. Detailed Implementation

[0051] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. Furthermore, it should be understood that the specific embodiments described herein are only for illustration and explanation of this application and are not intended to limit this application.

[0052] In recent years, people have increasingly higher demands for comfort and safety while driving. Braking is unavoidable during driving, but vehicle inertia causes "nose-diving," significantly impacting driving comfort, especially during emergency braking which results in substantial deceleration and further reduces comfort. While adjusting the deceleration during braking can mitigate the discomfort of "nose-diving," it can also lead to excessive braking distance, thus affecting driving safety. Currently, most driving comfort adjustments are achieved by controlling the damping force of shock absorbers through active suspension. However, the control conditions of this method are based on objective data analysis and cannot directly reflect the driver's braking intentions. Furthermore, most braking system control curves are derived from empirical models, failing to meet the diverse comfort needs of different drivers.

[0053] To address the aforementioned problems, this application provides a vehicle braking control method, combining... Figure 1 As shown, it includes:

[0054] Step S1: Obtain the vehicle's braking status parameters;

[0055] Step S2: Use a pre-trained braking intention recognition model to identify braking state parameters and obtain the user's braking intention;

[0056] Step S3: Determine the braking parameters of the vehicle's braking system according to the braking intention, so that the vehicle brakes according to the braking parameters corresponding to the braking intention.

[0057] In this context, braking state parameters can be understood as including, but not limited to, key data collected by sensors, controllers, or other monitoring devices to describe the current operating status, performance, and safety of the vehicle's braking system, such as brake pedal status (the depth, speed, and force of the user pressing the pedal), brake fluid pressure, anti-lock braking system status, brake disc temperature, braking distance, vehicle deceleration, and brake force distribution; braking intent can be including, but not limited to, the user's braking needs, which can be categorized into one or more braking intents based on the urgency of braking; and braking parameters can be including, but not limited to, the parameters that the vehicle needs to execute when braking, such as braking force, master cylinder pressure output, wheel cylinder pressure distribution ratio, hydraulic system response time, and target deceleration.

[0058] Specifically, vehicle braking state parameters are acquired through sensors, controllers, or other monitoring devices. These parameters are then input into a pre-trained braking intention recognition model for processing, yielding the user's braking intention. This intention is then converted into executable braking parameters, which are pre-calibrated through algorithms, experimental testing, or empirical verification, enabling the vehicle to brake according to the parameters corresponding to the braking intention. This application, by utilizing vehicle braking state parameters and a pre-trained braking intention recognition model, can more accurately identify the user's braking intention, better understand user needs, and adaptively adjust the vehicle's braking system parameters. This improves comfort while ensuring safety, achieving a reasonable balance between driving comfort and safety, resulting in a better driving experience for the driver.

[0059] In some implementations, combined Figure 3 As shown, braking state parameters include at least one of brake pedal depth, brake pedal force, and vehicle deceleration.

[0060] Specifically, braking state parameters may include at least one of brake pedal depth, brake pedal force, and vehicle deceleration. Braking state parameters may also include at least one of brake pedal depth, brake pedal force, and vehicle deceleration, plus other types of braking state parameters.

[0061] In some implementations, combined Figure 4 As shown, the pre-trained braking intention recognition model is trained based on multiple sets of vehicle braking state parameters collected under different braking intentions.

[0062] Specifically, under the same test conditions, multiple sets of vehicle braking state parameters are collected under different braking intentions, and then trained to obtain a pre-trained braking intention recognition model. In one specific embodiment, the pre-trained braking intention recognition model is obtained based on the PSO-SVM (Particle Swarm Optimization-Support Vector Machine) recognition algorithm, and the main steps are as follows:

[0063] 1. Braking State Parameter Acquisition and Preprocessing: Select multiple test subjects (e.g., 10, 20, 100, etc.) who have obtained driver's licenses and have sufficient driving experience (e.g., more than three years), with a flexible male-to-female ratio (e.g., half male and half female). Drivers are required to apply the brake pedal under identical conditions with three intentions: light braking, moderate braking, and emergency braking (this can also be done with two, four, or five intentions, etc.; the processing method is similar and will not be elaborated here). Brake pedal displacement, brake pedal force, and vehicle deceleration data are acquired by brake pedal displacement sensors, brake pedal force sensors, and inertial measurement units (IMUs). The obtained braking state data needs to be filtered and smoothed to improve the accuracy and reliability of the data analysis. Using the above method, a large amount of data reflecting braking intentions was collected (e.g., 1000, 5000, 10000 sets). Then, the K-means clustering algorithm was used to cluster the 1000 sets of data. Based on data feature extraction, they were divided into three categories. These three categories were compared with the sample data (the aforementioned 1000 sets), and the higher-quality sample data was selected as the training and testing data for the model. The training and testing data can be proportionally divided according to actual needs, such as 70% for training and 30% for testing.

[0064] 2. Particle Swarm Optimization (PSO) Optimization of Support Vector Machine (SVM) Model Construction: This application constructs a support vector machine to achieve braking intent recognition, and uses the particle swarm optimization algorithm to optimize the penalty coefficient c and Gaussian kernel function g of the support vector machine, thereby improving the prediction probability of the support vector machine model. The optimized algorithm parameters are set as follows: optimization parameter c ranges from 0.1 to 100; optimization parameter g ranges from 0.1 to 100; number of races is 5; maximum number of iterations is 100; inertia factor is 0.9; and acceleration constant is 2. Using this optimized SVM algorithm, a braking intent recognition model with a high prediction probability can be established.

[0065] 3. Training and testing the braking intent recognition model: Normalize the training and testing data, transforming the feature parameter values ​​to the range [0, 1]. The calculation formula is as follows:

[0066]

[0067] In the formula, The normalized feature parameters, x iLet be the original feature parameters, min(x) be the minimum value of the feature parameters, and max(x) be the maximum value of the feature parameters. By training and testing the braking intention recognition model with normalized data, the recognized braking intention and predicted probability can be obtained. A good braking intention recognition model is one where the accuracy rate after multiple training tests is consistently above the ideal accuracy rate (e.g., 96%, 97%).

[0068] In some implementations, combined Figure 3 As shown, the braking parameters include braking force. The braking parameters of the vehicle's braking system are determined according to the braking intention, so that the vehicle brakes according to the braking parameters corresponding to the braking intention, including:

[0069] The braking force of the brakes in the vehicle's braking system is determined according to the braking intention, so that the vehicle brakes according to the braking force corresponding to the braking intention.

[0070] This can be understood as the braking force being, but not limited to, the force applied to the wheels by the brakes in the braking system for deceleration or stopping.

[0071] Specifically, the user's braking intention is translated into executable braking force, such as through algorithmic processing, experimental testing, or pre-calibration based on experience, so that the vehicle brakes according to the braking force corresponding to the braking intention. The greater the braking force, the greater the deceleration of the vehicle.

[0072] In some implementations, combined Figure 3 As shown, the braking force of the brakes in the vehicle's braking system is determined according to the braking intention, including:

[0073] When the braking intention is the first intention, the brakes controlling the braking system apply the first braking force;

[0074] When the braking intention is the second intention, the brakes controlling the braking system apply a second braking force;

[0075] Among them, the braking urgency of the second intention is greater than that of the first intention, and the braking force of the second intention is greater than that of the first intention.

[0076] Specifically, braking intent can be categorized into several types based on the degree of braking urgency. The degree of braking intent is positively correlated with the braking force. For example, braking intent can include a first intent and a second intent. If the degree of braking urgency of the second intent is greater than that of the first intent, then the second braking force corresponding to the second intent is greater than the first braking force corresponding to the first intent. When the braking intent is the first intent, the brakes of the control braking system apply the first braking force; when the braking intent is the second intent, the brakes of the control braking system apply the second braking force. Applying different braking forces according to different braking intents can significantly improve vehicle safety, driving experience, energy efficiency optimization, and system coordination efficiency.

[0077] In some implementations, combined Figure 3 As shown, the first braking force is greater than or equal to the first preset percentage of the standard braking force and less than the standard braking force;

[0078] The second braking force is greater than or equal to the standard braking force and less than the second preset percentage of the standard braking force;

[0079] The standard braking force is the braking force that the vehicle is normally calibrated and set.

[0080] This can be understood as the preset percentage being obtained through algorithm calculation, experimental testing, and empirical calibration. In a specific embodiment, the first preset percentage can be 75%, 80%, etc., and the second preset percentage can be 115%, 120%, etc.

[0081] In some implementations, combined Figure 3 As shown, the braking force of the brakes in the vehicle's braking system is determined according to the braking intention, including:

[0082] When the braking intention is the first intention, the brakes controlling the braking system apply the first braking force;

[0083] When the braking intention is the second intention, the brakes controlling the braking system apply a second braking force;

[0084] When the braking intention is a third intention, the brakes controlling the braking system apply a third braking force;

[0085] Among them, the braking urgency of the third intention is greater than that of the second intention, the braking urgency of the second intention is greater than that of the first intention, the third braking force is greater than that of the second braking force, and the second braking force is greater than that of the first braking force.

[0086] Specifically, braking intent can be categorized into several types based on the degree of braking urgency. The degree of braking intent is positively correlated with the braking force. For example, braking intent can include a first intent, a second intent, and a third intent. The degree of braking urgency of the third intent is greater than that of the second intent, and the degree of braking urgency of the second intent is greater than that of the first intent. Therefore, the third braking force corresponding to the third intent is greater than the second braking force corresponding to the second intent, and vice versa. When the braking intent is the first intent, the brakes of the control braking system apply the first braking force; when the braking intent is the second intent, the brakes of the control braking system apply the second braking force; and when the braking intent is the third intent, the brakes of the control braking system apply the third braking force. Applying different braking forces according to different braking intents can significantly improve vehicle safety, driving experience, energy efficiency optimization, and system coordination efficiency.

[0087] In some implementations, combined Figure 3 As shown, the first braking force is greater than or equal to the first preset percentage of the standard braking force and less than the standard braking force;

[0088] The second braking force is equal to the standard braking force;

[0089] The third braking force is greater than the standard braking force but less than the second preset percentage of the standard braking force;

[0090] The standard braking force is the braking force that the vehicle is normally calibrated and set.

[0091] This can be understood as the preset percentage being obtained through algorithm calculation, experimental testing, and empirical calibration. In a specific embodiment, the first preset percentage can be 75%, 80%, etc., and the second preset percentage can be 115%, 120%, etc.

[0092] Optionally, the first intention is a light braking intention, the second intention is a moderate braking intention, and the third intention is an emergency braking intention.

[0093] Optionally, braking intentions can be categorized into various types based on their urgency. Different braking forces can be determined for the brakes in the vehicle's braking system based on these different braking intentions, with the urgency of the braking intention being positively correlated with the braking force.

[0094] In some implementations, combined Figure 3 As shown, the damping of the vehicle's suspension system is adjusted according to the braking force.

[0095] This can be understood as adjusting the damping of the suspension system, including but not limited to controlling the damping by the flow rate of hydraulic oil in the valve, controlling the viscosity change of magnetic fluid (ferrofluid) by the solenoid valve, combining air springs and hydraulic dampers to achieve multi-dimensional control by adjusting air pressure and damping, and adjusting the control current of the shock absorber.

[0096] Specifically, by monitoring the vehicle's braking force in real time, the damping characteristics of the suspension system (such as compression and rebound resistance) are dynamically adjusted to optimize the vehicle's stability, handling, comfort, and braking efficiency. Combined with... Figure 3As shown, in one specific embodiment, the method for determining the target damping force of the shock absorber includes, but is not limited to, determining it by looking up a table showing the correspondence between the degree of influence and the target damping force of the shock absorber obtained from experimental calibration. Due to differences in the structural design and shock absorber types of different vehicles, the output target damping force of the shock absorber needs to be calibrated experimentally. The calibration process involves test personnel controlling the braking of different vehicles at different deceleration rates. For example, when braking begins at a deceleration of 0.1g, the target damping force of the shock absorber is calibrated. At this point, the deceleration is small, and only a small target damping force is needed to suppress the vehicle's pitching. The test personnel calibrate the target damping force by combining the pitch angular velocity during braking with their subjective experience. Each time the braking deceleration is increased by 0.1g, the corresponding target damping force is calibrated until a deceleration of 1g is achieved. When the deceleration is large, it is necessary to calibrate the maximum target damping force. At this point, the shock absorber's operating current is high, and operating at maximum current throughout the braking process may affect the shock absorber's lifespan. Therefore, when braking at decelerations above 0.5g, a smaller damping force can be calibrated in the early stages of braking, a moderate damping force in the middle stages, and a larger damping force at the end of braking. Although the control effect is slightly lower than the control effect of the maximum damping force throughout the braking process, it can extend the shock absorber's lifespan. Based on the calibration results from the test personnel, the optimal damping force control effect range at different decelerations can be determined. A table showing the correspondence between the optimal damping force magnitudes at different decelerations can be created. For vehicles with the same configuration, the calibration work can be omitted during braking, and the optimal damping force range can be directly determined, saving corresponding time costs.

[0097] In some implementations, combined Figure 3 As shown, adjusting the damping of the vehicle's suspension system according to the braking force includes:

[0098] The control current of the shock absorbers in the vehicle's suspension system is adjusted according to the braking force to adjust the suspension damping, where the braking force is positively correlated with the control current.

[0099] Specifically, the control current of the shock absorbers in the vehicle's suspension system is adjusted according to the magnitude of the braking force, thereby adjusting the suspension damping. The greater the braking force, the greater the control current. By adjusting the current, the suspension damping force can be quickly changed with a short response time.

[0100] In some implementations, combined Figure 3 As shown, the suspension system includes a front suspension system for the front wheels and a rear suspension system for the rear wheels. The suspension damping is adjusted by regulating the control current of the shock absorbers in the suspension system according to the braking force, including:

[0101] Adjust the first control current of the shock absorber in the front suspension system according to the braking force to adjust the compression damping of the shock absorber;

[0102] The second control current of the shock absorber in the rear suspension system is adjusted according to the braking force to adjust the tension damping of the shock absorber.

[0103] Specifically, to better suppress vehicle nose-diving during braking, which affects safety and user experience, the suspension systems of the front and rear wheels are adjusted separately according to the braking force. The compression damping of the shock absorbers in the front suspension system is adjusted via a first control current, and the tension damping of the shock absorbers in the rear suspension system is adjusted via a second control current. In one specific embodiment, the first and second control currents can be calibrated according to actual conditions, such as the first control current being equal to the second control current.

[0104] To more clearly illustrate adjusting the vehicle's braking force and damping according to different braking intentions, in one specific embodiment, combined with Figure 3 As shown, firstly, the data processing algorithm and the PSO-SVM braking intention recognition model are integrated into the domain controller. When the driver presses the brake pedal, the brake pedal displacement, brake pedal force, and braking deceleration data are measured by the brake pedal displacement sensor, brake pedal force sensor, and inertial measurement unit (IMU). After data filtering and smoothing, the processed data is fed into the pre-trained PSO-SVM model to identify the braking intention. The recognizable braking intentions are divided into three categories (e.g., the first intention is a mild braking intention, the second intention is a moderate braking intention, and the third intention is an emergency braking intention), and the control strategies are as follows:

[0105] Mild Braking Intent: When the braking intent is identified as mild braking, it indicates that the driver's need is to reduce the current speed by 0%-30%, possibly due to deceleration after speeding or lane changing. In this case, the demand for braking deceleration is low, with braking comfort being the primary concern. Therefore, the braking system applies a braking force lower than the standard braking force, producing a gentler braking deceleration to reduce brake "dive." The standard braking force is the force calibrated by the vehicle's normal settings. The range of braking force below the standard is calibrated based on vehicle speed; the higher the speed, the lower the braking force, but the braking force is not less than 80% of the standard braking force. Simultaneously, based on this gentle deceleration, the compression damping of the front suspension shock absorbers and the tension damping of the rear suspension shock absorbers are increased in tandem to suppress mild brake "dive," keeping the suspension system in optimal damping condition. This collaborative control strategy allows the driver to experience optimal comfort control.

[0106] Moderate Braking Intent: When the braking intent is identified as moderate, it indicates that the driver needs to reduce the current speed by 30%-60%, possibly while approaching an intersection or turning. In this situation, both braking comfort and safety are important. Therefore, the braking system applies standard braking force to generate moderate braking deceleration, reducing brake dive. Simultaneously, based on this moderate deceleration, the compression damping of the front suspension shock absorbers and the tension damping of the rear suspension shock absorbers are increased in a coordinated manner. This ensures the suspension system remains in optimal damping condition, collectively suppressing moderate brake dive and providing the driver with comfortable and safe control.

[0107] Emergency Braking Intent: When the braking intent is identified as emergency braking, it indicates that the driver needs to reduce the current vehicle speed by 60%-100%, possibly due to a sudden braking of the vehicle in front or a "ghost pedestrian" situation. In this case, the demand for braking deceleration is high, prioritizing braking safety. Therefore, the braking system applies a braking force higher than the standard braking force, generating a stronger braking deceleration. The range of braking force exceeding the standard is calibrated based on pedal depth; the deeper the pedal, the greater the braking force, but the braking force does not exceed 120% of the standard braking force. At this time, the reduction effect of braking "dive" is not significant, but the braking distance can be significantly shortened. Therefore, based on the strong deceleration, the compression damping of the front suspension shock absorbers and the tension damping of the rear suspension shock absorbers are increased in tandem to keep the suspension system in optimal damping condition, jointly suppressing the relatively strong braking "dive" and allowing the driver to experience relatively comfortable control while maintaining optimal safety.

[0108] In some implementations, combined Figure 3 As shown, the sampling interval is determined according to the braking intention; braking state parameters are obtained based on the sampling interval.

[0109] Specifically, since a user may have multiple braking intentions during a single braking process, different sampling intervals can be used to accommodate braking intentions of varying urgency. First, the sampling interval is determined based on the current braking intention, and then the vehicle's braking state parameters are acquired based on this interval. When a different braking intention is obtained based on the braking state parameters, a new sampling interval is determined based on the new braking intention. Then, the new sampling interval is used to continue acquiring braking state parameters. In one specific embodiment, during actual vehicle braking, the time interval for sampling points is set to 0.2 seconds. Within each time interval, the data acquired by the sensor is substituted into the trained braking intention recognition model to identify the driver's braking intention, and then the vehicle's braking state is adaptively controlled until the brake pedal returns to its original position, ending the control cycle. A new control cycle begins the next time the driver depresses the brake pedal. If the braking intention is identified as an emergency braking intention during braking, considering the short duration of emergency braking, the subsequent sampling time interval is set to 0.05 seconds until the brake pedal returns to its original position, ending the control cycle. A new control cycle begins the next time the driver depresses the brake pedal.

[0110] In some implementations, combined Figure 5 As shown, the braking parameters are adjusted according to the user's instructions for different braking intentions.

[0111] This can be understood as meaning that the user's instructions can be input through methods including but not limited to the vehicle's infotainment screen, mobile applications, etc.

[0112] Specifically, in one embodiment, the control strategy after recognizing the driver's braking intention is mainly divided into the three types mentioned above. However, to meet each driver's requirements for vehicle driving comfort and safety, adaptive adjustment of the control strategy can be achieved through data interconnection between the vehicle and the cloud. After using the method and system, the driver can provide feedback on their needs via a PAD or mobile application. Feedback can include: insufficient / excessive braking force during light / moderate / emergency braking, insufficient comfort during light / moderate / emergency braking, or excessive braking distance during light / moderate / emergency braking. Based on the driver's feedback, the control strategy is adjusted in a targeted manner in the cloud and upgraded via OTA, allowing each driver to select the optimal braking control strategy according to their own needs. Multiple control strategy schemes can be stored for the driver to choose from.

[0113] In summary, based on braking intention recognition, the system understands the driver's comfort and safety needs, adaptively adjusts the braking force and suspension damping force, and improves comfort while ensuring safety. This achieves a reasonable distribution and control of driving comfort and safety, giving the driver a better driving experience.

[0114] This application provides a vehicle braking control system, combined with... Figure 2 As shown, it includes: a data acquisition module, an intent recognition module, an analysis and calculation module, an execution control module, and an adaptive control module.

[0115] Data acquisition module: When the driver presses the brake pedal, the onboard sensors collect data on the current vehicle speed, brake pedal travel, brake pedal force, and braking deceleration.

[0116] Intent recognition module: The data from the data acquisition module is used as the braking intent recognition parameters. The processed data is then substituted into the trained intent recognition model to predict the driver's braking intent and classify it into multiple categories, such as light braking, moderate braking, and emergency braking.

[0117] Analysis and calculation module: This module acquires the driver's braking intention. When the intention is light braking, the braking deceleration is lower than the standard braking deceleration; when the intention is moderate braking, the braking deceleration is the standard braking deceleration; and when the intention is emergency braking, the braking deceleration is higher than the standard braking deceleration. Based on the braking deceleration under these three types of braking intentions, the optimal suspension damping force is calculated, thereby improving driving comfort and safety.

[0118] The execution control module acquires control strategies for three types of braking intentions, with the braking system controlling the magnitude of braking deceleration and the suspension system controlling the magnitude of shock absorber damping force, respectively.

[0119] Adaptive adjustment module: It acquires driver feedback on function usage, uploads it to the cloud for calculation, and adaptively adjusts braking deceleration and suspension damping force. Alternatively, the driver can select a suitable braking force through the sliding / rotating module, and the optimal suspension damping force is calculated to meet the driver's needs.

[0120] This application provides an electronic device, including:

[0121] Memory, on which computer programs / instructions are stored;

[0122] A processor is used to execute computer programs / instructions in memory to implement the steps of the vehicle braking control method described above.

[0123] This application provides a computer-readable storage medium storing a computer program / instructions thereon, which, when executed by a processor, implements the steps of the vehicle braking control method described above.

[0124] This application provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps of the vehicle braking control method described above.

[0125] This application provides a vehicle that includes electronic equipment as described above, or a computer-readable storage medium as described above.

[0126] In this specification, the terms "specifically," "furthermore," "particularly," "can be understood," "optionally," etc., refer to specific features, structures, materials, or characteristics described in connection with embodiments or examples that are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0127] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the function involved, as will be understood by those skilled in the art to which embodiments of this application pertain.

[0128] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle braking control method, characterized in that, include: Obtain the vehicle's braking status parameters; The braking state parameters are identified using a pre-trained braking intention recognition model to obtain the user's braking intention; The braking parameters of the vehicle's braking system are determined according to the braking intention, so that the vehicle brakes according to the braking parameters corresponding to the braking intention.

2. The method according to claim 1, characterized in that, The braking state parameters include at least one of brake pedal depth, brake pedal force, and vehicle deceleration.

3. The method according to claim 1, characterized in that, The pre-trained braking intention recognition model is trained based on multiple sets of vehicle braking state parameters collected under different braking intentions.

4. The method according to any one of claims 1-3, characterized in that, The braking parameters include braking force. Determining the braking parameters of the vehicle's braking system based on the braking intention, so that the vehicle brakes according to the braking parameters corresponding to the braking intention, includes: The braking force of the brakes in the braking system of the vehicle is determined according to the braking intention, so that the vehicle brakes according to the braking force corresponding to the braking intention.

5. The method according to claim 4, characterized in that, Determining the braking force of the brakes in the vehicle's braking system based on the braking intention includes: When the braking intention is the first intention, the brakes of the braking system are controlled to apply the first braking force; When the braking intention is the second intention, the brakes of the braking system are controlled to apply the second braking force; Wherein, the degree of braking urgency of the second intention is greater than that of the first intention, and the second braking force is greater than that of the first braking force.

6. The method according to claim 5, characterized in that, The first braking force is greater than or equal to the first preset percentage of the standard braking force and less than the standard braking force; The second braking force is greater than or equal to the standard braking force and less than the standard braking force by a second preset percentage; The standard braking force is the braking force that the vehicle is normally calibrated and adjusted for.

7. The method according to claim 4, characterized in that, Determining the braking force of the brakes in the vehicle's braking system based on the braking intention includes: When the braking intention is the first intention, the brakes of the braking system are controlled to apply the first braking force; When the braking intention is the second intention, the brakes of the braking system are controlled to apply the second braking force; When the braking intention is the third intention, the brakes of the braking system are controlled to apply the third braking force; Wherein, the braking urgency of the third intention is greater than that of the second intention, the braking urgency of the second intention is greater than that of the first intention, the third braking force is greater than that of the second braking force, and the second braking force is greater than that of the first braking force.

8. The method according to claim 7, characterized in that, The first braking force is greater than or equal to the first preset percentage of the standard braking force and less than the standard braking force; The second braking force is equal to the standard braking force; The third braking force is greater than the standard braking force but less than the standard braking force by a second preset percentage; The standard braking force is the braking force that the vehicle is normally calibrated and adjusted for.

9. The method according to claim 4, characterized in that, The method further includes: The damping of the vehicle's suspension system is adjusted according to the braking force.

10. The method according to claim 4, characterized in that, The adjustment of the damping of the vehicle's suspension system based on the braking force includes: The control current of the shock absorber in the vehicle's suspension system is adjusted according to the braking force to adjust the suspension damping, wherein the braking force is positively correlated with the control current.

11. The method according to claim 10, characterized in that, The suspension system includes a front suspension system for the front wheels of the vehicle and a rear suspension system for the rear wheels of the vehicle. Adjusting the control current of the shock absorbers in the vehicle's suspension system to adjust the suspension damping based on the braking force includes: The first control current of the shock absorber in the front suspension system is adjusted according to the braking force to adjust the compression damping of the shock absorber; The second control current of the shock absorber in the rear suspension system is adjusted according to the braking force to adjust the tension damping of the shock absorber.

12. The method according to any one of claims 1-3, characterized in that, The method further includes: The sampling interval is determined based on the braking intention; The braking state parameters are obtained based on the sampling interval.

13. The method according to any one of claims 1-3, characterized in that, The method also includes Adjust braking parameters according to the user's instructions for different braking intentions.

14. An electronic device, characterized in that, include: Memory, on which computer programs / instructions are stored; A processor for executing the computer program / instructions in the memory to implement the steps of the vehicle braking control method according to any one of claims 1-13.

15. A computer-readable storage medium having a computer program / instructions stored thereon, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the vehicle braking control method according to any one of claims 1-13.

16. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the vehicle braking control method according to any one of claims 1-13.

17. A vehicle, characterized in that, The vehicle includes the electronic device as claimed in claim 14, or the computer-readable storage medium as claimed in claim 15.

Images