Comfortable braking control method and device, electronic equipment and storage medium

Abstract

The invention relates to a comfortable braking control method and device, electronic equipment and a storage medium. The comfortable braking control method comprises the steps that driving state data of a vehicle and physical parameters of the vehicle are obtained; according to the driving state data and the physical parameters of the vehicle, the required braking force needed by parking the vehicle on the current road surface is determined; determining the maximum distribution proportion of the braking force of the rear axle according to the driving state data and the required braking force; determining a front axle target braking force and a rear axle target braking force based on the maximum distribution proportion of the required braking force and the rear axle braking force; and controlling the vehicle to perform comfortable braking according to the front axle target braking force and the rear axle target braking force. According to the embodiment of the invention, longitudinal comfortable braking can be realized, energy accumulation of the suspension in the braking process is reduced, the situation that the vehicle is nodding during braking and parking is avoided, vehicle instability caused by too large slip rate of rear axle wheels can be avoided, the acceleration and acceleration fluctuation are reduced, the comfort is improved, and the safety in the comfortable braking process is ensured.

Description

Technical Field

[0001] This application relates to the field of vehicle comfort braking, and more particularly to a comfort braking control method, device, electronic device, and storage medium. Background Technology

[0002] During braking, the vehicle's center of gravity shifts forward due to inertia, leading to increased front suspension deformation and a phenomenon known as "brake dive." The severity of this phenomenon can be measured by the vehicle's "anti-brake dive rate," which is related to factors such as the brake force distribution coefficient, wheelbase, and vehicle center of gravity height. Hydraulic braking systems typically address brake dive by reducing the overall braking force before stopping, thus improving the driver's experience.

[0003] Vehicles equipped with traditional hydraulic braking systems often achieve comfort braking by reducing hydraulic braking force. However, electronic mechanical brake (EMB) systems do not rely on hydraulic systems to provide braking force. Therefore, existing comfort braking control methods cannot be matched with EMB systems. Thus, it is necessary to develop new comfort braking control methods based on EMB systems that can solve the technical problem of brake dive without affecting braking safety, thereby improving the user experience. Summary of the Invention

[0004] In order to solve the above-mentioned technical problems, or at least partially solve the above-mentioned technical problems, this application provides a comfort braking control method, device, electronic device and storage medium.

[0005] In a first aspect, this application provides a comfort braking control method, including: Acquire vehicle driving status data and vehicle physical parameters; The required braking force for the currently parked vehicle is determined based on the driving status data and the vehicle's physical parameters. The maximum distribution ratio of the rear axle braking force is determined based on the driving status data and the required braking force. The target braking force for the front axle and the target braking force for the rear axle are determined based on the required braking force and the maximum distribution ratio of the rear axle braking force. The vehicle is controlled to perform comfortable braking based on the target braking force of the front axle and the target braking force of the rear axle.

[0006] Optionally, the driving status data includes: vehicle speed and critical acceleration when the vehicle reaches the critical speed for activating comfort braking; the vehicle physical parameters include: vehicle mass; and determining the required braking force for the vehicle currently parked on the road based on the driving status data and the vehicle physical parameters includes: The required acceleration is determined based on the vehicle speed and the critical acceleration. The required braking force is determined based on the required acceleration and the vehicle mass.

[0007] Optionally, determining the maximum distribution ratio of the rear axle braking force based on the driving status data and the required braking force includes: The actual slip ratio of the vehicle's front wheels is determined based on the driving status data. The numerical range of the target slip ratio for the rear wheels is determined based on the actual slip ratio of the front wheels; The maximum distribution ratio of the rear axle braking force is determined based on the numerical range of the target slip ratio of the rear wheels.

[0008] Optionally, the driving state data includes: vehicle acceleration; determining the maximum distribution ratio of rear axle braking force based on the numerical range of the target rear wheel slip ratio includes: The actual rear wheel slip ratio is determined based on the driving status data. The numerical range of the actual braking force of the rear axle is determined based on the numerical range of the target slip ratio of the rear wheels, the vehicle acceleration, and the actual slip ratio of the rear wheels. The maximum distribution ratio of the rear axle braking force is determined based on the numerical range of the actual braking force of the rear axle.

[0009] Optionally, determining the maximum distribution ratio of the rear axle braking force based on the numerical range of the actual braking force of the rear axle includes: The maximum actual braking force of the rear axle is determined within the numerical range of the actual braking force of the rear axle. The ratio of the maximum actual braking force of the rear axle to the required braking force is determined as the maximum distribution ratio of the rear axle braking force.

[0010] Optionally, determining the target braking force for the front axle and the target braking force for the rear axle based on the maximum distribution ratio of the required braking force and the rear axle braking force includes: The target braking force of the rear axle is obtained by multiplying the required braking force by the maximum distribution ratio of the rear axle braking force. The difference between the required braking force and the target braking force of the rear axle is calculated to obtain the target braking force of the front axle.

[0011] Optionally, the method further includes: The vertical displacement of the vehicle's center of gravity, pitch angle, and the speed of the shock absorbers during braking are obtained. The state vector is determined based on the vertical displacement and pitch angle. Determine the optimal damping coefficient based on the state vector; The optimal damping force is determined based on the optimal damping coefficient and the movement speed of the shock absorber. The vehicle's air suspension is controlled to perform comfort braking based on the optimal damping force.

[0012] Optionally, determining the optimal damping force based on the optimal damping coefficient and the shock absorber's movement speed includes: The reference damping force is obtained by multiplying the optimal damping coefficient by the velocity of the shock absorber. The optimal damping force is determined based on the reference damping force and the preset correction coefficient.

[0013] Optionally, the method further includes: Acquire braking status data collected during comfort braking; Determine whether the braking state data meets the preset instability exit trigger condition; If the braking state data meets the preset instability exit trigger condition, the comfort braking control ends.

[0014] Secondly, this application provides a comfort braking control device, comprising: The data acquisition module is used to acquire vehicle driving status data and vehicle physical parameters; The first determining module is used to determine the required braking force of a vehicle currently parked on the road based on the driving status data and the vehicle's physical parameters. The second determining module is used to determine the maximum distribution ratio of the rear axle braking force based on the driving status data and the required braking force. The third determining module is used to determine the target braking force of the front axle and the target braking force of the rear axle based on the required braking force and the maximum distribution ratio of the rear axle braking force. A comfort braking module is used to control the vehicle to perform comfort braking based on the target braking force of the front axle and the target braking force of the rear axle.

[0015] Thirdly, this application provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; The processor, when executing a program stored in memory, implements the comfort braking control method described in any of the first aspects.

[0016] Fourthly, this application provides a computer-readable storage medium storing a program for a comfort braking control method, wherein when the program for the comfort braking control method is executed by a processor, it implements the steps of the comfort braking control method described in any of the first aspects.

[0017] The beneficial effects of this invention are: This application embodiment determines the required braking force for a vehicle currently parked on the road based on vehicle driving status data and vehicle physical parameters. Then, it determines the maximum distribution ratio of the rear axle braking force based on the driving status data and the required braking force. Furthermore, it determines the target braking force for the front axle and the target braking force for the rear axle based on the required braking force and the maximum distribution ratio of the rear axle braking force. Finally, it controls the vehicle to perform comfortable braking based on the target braking force for the front axle and the target braking force for the rear axle, achieving longitudinal comfortable braking, reducing the accumulation of suspension energy during braking, and avoiding the vehicle's nose-diving and heaving when braking to a stop. By distributing the required braking force according to the maximum distribution ratio of the rear axle braking force, that is, selecting the maximum value while ensuring that the rear axle braking force is not too large, it reduces acceleration and acceleration fluctuations, improves comfort, and ensures the safety of the comfortable braking process, while avoiding excessive rear axle wheel slip rate that could lead to vehicle instability. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A flowchart of a comfort braking control method provided in an embodiment of this application; Figure 2 for Figure 1 Flowchart of step S103; Figure 3 A flowchart of another comfort braking control method provided in the embodiments of this application; Figure 4 A flowchart of another comfort braking control method provided in the embodiments of this application; Figure 5 A structural diagram of a comfort braking control device provided in an embodiment of this application; Figure 6 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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, 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.

[0022] Since the electronic mechanical brake (EMB) system does not rely on a hydraulic system to provide braking force, existing comfort braking control methods cannot be matched with the EMB system. Therefore, it is necessary to develop a new comfort braking control method based on the EMB system that can solve the technical problem of brake dive without affecting braking safety, thereby improving the user experience. To this end, embodiments of this application provide a comfort braking control method, device, electronic device, and storage medium.

[0023] This application provides a comfort braking control method, such as... Figure 1 As shown, it includes the following steps: Step S101: Obtain vehicle driving status data and vehicle physical parameters; In this embodiment of the application, the driving status data includes: vehicle speed, vehicle acceleration and critical acceleration when the vehicle reaches the critical speed for activating comfort braking, brake pedal opening, slope signal, etc., and the vehicle physical parameters include: vehicle mass, etc. In this step, driving status data can be collected through vehicle speed sensors, acceleration sensors, etc., and vehicle physical parameters can be preset in memory and read.

[0024] Before step S101, real-time driving status data of the vehicle can be obtained. Based on the real-time driving status data, it is determined whether the comfort braking function can be activated. If the comfort braking function can be activated, it is further determined whether the comfort braking function of the vehicle is triggered based on the real-time driving status data. If it is determined that the comfort braking function of the vehicle is triggered, step S101 is executed.

[0025] The method for determining whether to allow the activation of the comfort braking function based on real-time driving status data is as follows: First, determine whether the current vehicle speed exceeds the limit. If the current vehicle speed exceeds the limit, the comfort braking function is not allowed to be activated. If the current vehicle speed does not exceed the limit, further determine whether the driver's requested braking pressure exceeds the limit. If the requested braking pressure exceeds the limit, the comfort braking function is not allowed to be activated. If the requested braking force does not exceed the limit, further determine whether the vehicle deceleration exceeds the limit. If the vehicle deceleration exceeds the limit, the comfort braking function is not allowed to be activated. If the vehicle deceleration does not exceed the limit, calculate the current road surface slope value. After determining the required braking force for the vehicle currently parked on the road, based on the road slope value, the system further determines whether the required braking force is less than the minimum braking force of the vehicle currently parked on the road. If the required braking force is less than the minimum braking force of the vehicle currently parked on the road, the system does not allow the vehicle to activate the comfort braking function. If the required braking force is not less than the minimum braking force of the vehicle currently parked on the road, the system further determines whether the vehicle's gear position is as expected. If it is not in the expected gear, activation is not allowed. If it is as expected, activation of the comfort braking function is allowed. The system further determines whether the brake pedal input rate is as expected. If it is, activation of the comfort braking function is allowed. At this point, the comfort braking function is in an active state.

[0026] The method for determining whether to trigger the vehicle's comfort braking function based on real-time driving status data is as follows: the comfort braking function can be triggered when the vehicle speed reaches the critical speed for activating comfort braking.

[0027] Step S102: Determine the required braking force for the vehicle currently parked on the road based on the driving status data and the vehicle physical parameters; In this embodiment, a demand braking force curve can be constructed to replace the pedal braking force. The requirement for the demand braking force curve is that it is a smooth braking force output curve to ensure that the braking force is smoothly and gradually reduced to a stop at the end of braking, thereby reducing acceleration fluctuations and improving comfort.

[0028] Define a concept related to vehicle speed The smoothing function is defined as follows: (1) Define a demand acceleration: (2) Define the demand braking force: (3) in This is the critical speed (i.e., the speed at which comfort braking is activated). To achieve the critical acceleration corresponding to the critical vehicle speed, The value is the vehicle's curb weight. Equations (1), (2), and (3) above mean that before the vehicle speed reaches the critical speed, the demand braking force curve and the actual pedal braking force curve remain consistent. After the vehicle speed drops below the critical speed, the demand braking force curve smoothly decreases on the pedal braking force curve until the vehicle speed reaches 0. The coefficient is influenced by factors such as the vehicle's center of gravity position, center of gravity height, body structure, and suspension type, and needs to be selected based on the actual vehicle conditions.

[0029] The required braking force can be determined from equations (1), (2), and (3) above. It is calculated based on the vehicle speed and critical acceleration.

[0030] In one embodiment of this application, the vehicle speed and the critical acceleration at which the vehicle reaches the critical speed for activating comfort braking are considered. The vehicle physical parameters include the vehicle mass. Step S102 determines the required braking force for the vehicle currently parked on the road based on the driving state data and the vehicle physical parameters, including: determining the required acceleration based on the vehicle speed and the critical acceleration; and determining the required braking force based on the required acceleration and the vehicle mass. The required braking force value will not be less than the minimum braking force required for the vehicle currently parked on the road.

[0031] In practical applications, the vehicle speed can be substituted into equation (1), and equation (1) and critical acceleration can be substituted into equation (2) to obtain the required acceleration. The required acceleration and the vehicle mass can be substituted into equation (3) to obtain the required braking force.

[0032] Step S103: Determine the maximum distribution ratio of the rear axle braking force based on the driving status data and the required braking force; Because the suspension compresses during braking deceleration, the front axle load is usually greater than the rear axle load. Therefore, at the end of braking, in order to reduce acceleration and acceleration fluctuations and improve comfort, the basic principle of distributing braking force is to maximize the maximum distribution ratio of braking force to the rear axle. However, it also ensures the slip ratio of the rear axle wheels. However, the vehicle did not lose stability at the same time.

[0033] During braking, define the target slip ratio of the rear wheels. The target slip ratio of the rear wheels has two constraints: it must not exceed the maximum permissible slip ratio. ; Actual slip ratio of the front axle wheels The maximum difference does not exceed , and The value was obtained through actual vehicle testing and calibration; the actual braking force of the rear axle was dynamically adjusted using proportional control. This results in the actual slip ratio of the rear axle wheels. Tracking target rear axle slip ratio The proportionality coefficient K is related to the vehicle acceleration. Inversely proportional, therefore: (4) (5) (6) Based on equations (4), (5), and (6), the actual braking force of the rear axle is... Based on the slip ratio of the rear axle wheels Front axle wheel slip ratio and vehicle acceleration Calculated.

[0034] In one embodiment of this application, step S103 determines the maximum distribution ratio of the rear axle braking force based on the driving state data and the required braking force, such as... Figure 2 As shown, it includes: Step S201: Determine the actual slip ratio of the vehicle's front wheels based on the driving status data; In this step, the actual slip ratio of the front wheels can be calculated based on driving status data, such as vehicle speed, wheel angular velocity, and wheel radius.

[0035] Step S202: Determine the numerical range of the target slip ratio of the rear wheels based on the actual slip ratio of the front wheels; The target slip ratio for the rear wheels is within the range of: less than or equal to the maximum permissible slip ratio. The actual slip ratio of the front axle wheels The maximum difference does not exceed , and The value is obtained through calibration via actual vehicle testing.

[0036] Step S203: Determine the maximum distribution ratio of the rear axle braking force based on the numerical range of the target slip ratio of the rear wheels.

[0037] In this embodiment, determining the maximum distribution ratio of the rear axle braking force based on the numerical range of the target rear wheel slip ratio includes: determining the actual rear wheel slip ratio based on the driving state data; determining the numerical range of the actual rear axle braking force based on the numerical range of the target rear wheel slip ratio, the vehicle acceleration, and the actual rear wheel slip ratio; and determining the maximum distribution ratio of the rear axle braking force based on the numerical range of the actual rear axle braking force.

[0038] That is, after determining the numerical range of the target slip ratio of the rear wheel through equation (4), the numerical range of the actual braking force of the rear axle can be derived according to equations (5) and (6), and then the maximum distribution ratio of the braking force of the rear axle can be determined.

[0039] The determination of the maximum distribution ratio of the rear axle braking force based on the numerical range of the actual braking force of the rear axle includes: determining the maximum actual braking force of the rear axle within the numerical range of the actual braking force of the rear axle; and determining the ratio of the maximum actual braking force of the rear axle to the required braking force as the maximum distribution ratio of the rear axle braking force.

[0040] In other words, the maximum value in the range of actual braking force of the rear axle is taken as the maximum actual braking force of the rear axle, and the ratio of the maximum actual braking force of the rear axle to the required braking force is taken as the maximum distribution ratio of the braking force of the rear axle.

[0041] Step S104: Determine the target braking force for the front axle and the target braking force for the rear axle based on the required braking force and the maximum distribution ratio of the rear axle braking force. In this step, the product of the required braking force and the maximum distribution ratio of the rear axle braking force can be calculated to obtain the target braking force of the rear axle; the difference between the required braking force and the target braking force of the rear axle can be calculated to obtain the target braking force of the front axle.

[0042] Step S105: Control the vehicle to perform comfort braking based on the target braking force of the front axle and the target braking force of the rear axle.

[0043] In this step, the target braking force of the front axle and the target braking force of the rear axle can be sent to the EMB so that the EMB can use the target braking force of the front axle and the target braking force of the rear axle to replace the pedal braking force input by the driver through the brake pedal, so as to drive the vehicle to decelerate comfortably.

[0044] This application embodiment determines the required braking force for a vehicle currently parked on the road based on vehicle driving status data and vehicle physical parameters. Then, it determines the maximum distribution ratio of the rear axle braking force based on the driving status data and the required braking force. Furthermore, it determines the target braking force for the front axle and the target braking force for the rear axle based on the required braking force and the maximum distribution ratio of the rear axle braking force. Finally, it controls the vehicle to perform comfortable braking based on the target braking force for the front axle and the target braking force for the rear axle, achieving longitudinal comfortable braking, reducing the accumulation of suspension energy during braking, and avoiding the vehicle's nose-diving and heaving when braking to a stop. By distributing the required braking force according to the maximum distribution ratio of the rear axle braking force, that is, selecting the maximum value while ensuring that the rear axle braking force is not too large, it reduces acceleration and acceleration fluctuations, improves comfort, and ensures the safety of the comfortable braking process, while avoiding excessive rear axle wheel slip rate that could lead to vehicle instability.

[0045] Based on the longitudinal comfort braking provided in the foregoing embodiments, in another embodiment of this application, vertical comfort braking can also be provided, such as... Figure 3 As shown, the method further includes: Step S301: Obtain the vertical displacement of the vehicle's center of gravity, pitch angle, and the movement speed of the shock absorber during braking. Step S302: Determine the state vector based on the vertical displacement and pitch angle; In this embodiment, the vehicle during braking can be simplified as a two-degree-of-freedom pitch model, possessing both vertical and pitch motion. Definition For vehicle body weight, The moment of inertia of the vehicle body about the pitch axis. This is the distance from the center of gravity to the front axle. This is the distance from the center of mass to the rear axle. The height of the vehicle's center of gravity, The equivalent stiffness of the front and rear suspensions. This represents the equivalent damping coefficients of the front and rear suspensions. , Braking force distributed between the front and rear axles. This represents the vertical displacement of the vehicle's center of gravity during braking. This refers to the pitch angle of the vehicle body during braking.

[0046] During braking, the braking force on the front and rear axles generates a pitching rotational torque on the vehicle body. Rotational torque for: (7) In the vertical direction, there is a force balance: (8) in The spring forces of the front and rear axles are respectively. This refers to the damping force between the front and rear axles.

[0047] (9) (10) By combining the above equations, we can obtain the vertical displacement of the vehicle's center of gravity during braking. Pitch angle of the vehicle body during braking The expression.

[0048] There is a pitch moment balance on the pitch axis: (11) If the equivalent damping coefficients of the front and rear axles are... As input, and As an output, the braking torque As a disturbance, the state vector (constraint) is then defined as: (12) Step S303: Determine the optimal damping coefficient based on the state vector; The system state equation can be written as:

[0049] The input is Disturbance input .

[0050] Based on the above analysis of vertical force and moment balance, the system matrix is:

[0051]

[0052]

[0053]

[0054] Solving the above equation (system state equation) using the algebraic Riccati equation:

[0055] P and Q are weights, which can be selected according to actual needs. The selection of P and Q can be used to limit whether there is more constraint on the output or more on the input.

[0056] get: Where R is the weight matrix Then we have: (13) Will and Substituting into equation (13), the optimal damping coefficient can be solved. .

[0057] Step S304: Determine the optimal damping force based on the optimal damping coefficient and the movement speed of the shock absorber; In this step, the product of the optimal damping coefficient and the movement speed of the shock absorber can be calculated to obtain the reference damping force; the optimal damping force is determined based on the reference damping force and a preset correction coefficient.

[0058] Multiply the optimal damping coefficient by the shock absorber's speed to obtain the optimal (reference) damping force at the optimal damping coefficient. , .

[0059] When suspension stiffness and damping force are excessive, depending on the structural condition of different vehicles, axial sway may occur at the end of braking, thus affecting comfort. Therefore, based on the optimal damping force curve obtained from the analytical solution, a correction factor based on the subjective evaluation of professional testers can be added. , The optimal damping force applied to the actuator is: Front axle (downward pressure):

[0060] Rear axle (lifted):

[0061] Step S305: Control the vehicle's air suspension to perform comfort braking based on the optimal damping force.

[0062] In this step, the optimal damping force can be sent to the suspension system so that the suspension system can control the vertical braking for comfort.

[0063] The embodiments of this application can perform vertical comfort braking, accelerate the dissipation of accumulated energy in the suspension system, and minimize braking dive and lurching, thereby improving the user's driving and riding experience.

[0064] In yet another embodiment of this application, as Figure 4 As shown, the method further includes: Step S401: Acquire braking status data collected during comfort braking; Step S402: Determine whether the braking state data meets the preset instability exit trigger condition; Step S403: If the braking state data meets the preset instability exit trigger condition, end the comfort braking control.

[0065] In this embodiment, the system first determines whether there is a driver over-braking warning (e.g., pedal opening exceeding a threshold). If so, the comfort brake is deactivated and the system enters the emergency braking state, and the demand braking force curve will revert to the pedal-requested braking force curve. If not, the system further determines whether there is an under-braking warning (e.g., excessive braking duration). If so, the comfort brake is deactivated and the system enters the emergency braking state, and the demand braking force curve will revert to the pedal-requested braking force curve. If not, the system further determines whether there is an excessive braking distance warning (which can be calculated based on the vehicle's wheel speed and is triggered when the braking distance exceeds a threshold). If so, the comfort brake is deactivated and the system enters the emergency braking state, and the demand braking force curve will revert to the pedal-requested braking force curve. If not, the system further determines whether there is a vehicle instability warning. If so, the comfort brake is deactivated and the system enters the emergency braking state, and the demand braking force curve will revert to the pedal-requested braking force curve. If not, the system further determines whether the vehicle is stationary. If stationary, the vehicle's braking process ends, the comfort brake function deactivates, and the system resets to the standby state.

[0066] The embodiments of this application can disengage the comfort braking function when the vehicle is about to become unstable, thus ensuring vehicle safety.

[0067] In another embodiment of this application, a comfort braking control device is also provided, such as... Figure 5 As shown, it includes: The data acquisition module 11 is used to acquire the vehicle's driving status data and vehicle physical parameters; The first determining module 12 is used to determine the required braking force of a vehicle currently parked on the road based on the driving status data and the vehicle physical parameters. The second determining module 13 is used to determine the maximum distribution ratio of the rear axle braking force based on the driving status data and the required braking force. The third determining module 14 is used to determine the target braking force of the front axle and the target braking force of the rear axle based on the required braking force and the maximum distribution ratio of the rear axle braking force. The comfort braking module 15 is used to control the vehicle to perform comfort braking based on the target braking force of the front axle and the target braking force of the rear axle.

[0068] In another embodiment of this application, an electronic device is also provided, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus. Memory, used to store computer programs; The processor, when executing a program stored in memory, implements the comfort braking control method described in any of the foregoing method embodiments.

[0069] The electronic device provided in this invention, through its processor executing a program stored in its memory, determines the required braking force for a vehicle currently stopped on the road surface based on vehicle driving status data and vehicle physical parameters. It then determines the maximum distribution ratio of the rear axle braking force based on the driving status data and the required braking force. Furthermore, based on the required braking force and the maximum distribution ratio of the rear axle braking force, it determines the target braking force for the front axle and the target braking force for the rear axle. Finally, it controls the vehicle to perform comfortable braking based on the target braking force for the front axle and the target braking force for the rear axle, achieving longitudinal comfortable braking, reducing the accumulation of suspension energy during braking, and avoiding the vehicle's nose-diving and heaving when braking to a stop. By distributing the required braking force according to the maximum distribution ratio of the rear axle braking force—that is, selecting the maximum value while ensuring the rear axle braking force is not excessive—it reduces acceleration and acceleration fluctuations, improving comfort and ensuring the safety of the comfortable braking process, while avoiding excessive rear axle wheel slip rate that could lead to vehicle instability.

[0070] The communication bus 1140 mentioned in the above-mentioned electronic device can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus 1140 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0071] The communication interface 1120 is used for communication between the above-mentioned electronic device and other devices.

[0072] The memory 1130 may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0073] The processor 1110 mentioned above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0074] In another embodiment of this application, a computer-readable storage medium is also provided, on which a program for a comfort braking control method is stored, wherein when the program for the comfort braking control method is executed by a processor, it implements the steps of the comfort braking control method described in any of the foregoing method embodiments.

[0075] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0076] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A comfort braking control method, characterized in that, include: Acquire vehicle driving status data and vehicle physical parameters; The required braking force for the currently parked vehicle is determined based on the driving status data and the vehicle's physical parameters. The maximum distribution ratio of the rear axle braking force is determined based on the driving status data and the required braking force. The target braking force for the front axle and the target braking force for the rear axle are determined based on the required braking force and the maximum distribution ratio of the rear axle braking force. The vehicle is controlled to perform comfortable braking based on the target braking force of the front axle and the target braking force of the rear axle.

2. The comfort braking control method according to claim 1, characterized in that, The driving status data includes: vehicle speed and critical acceleration when the vehicle reaches the critical speed for activating comfort braking. The vehicle physical parameters include: vehicle mass. Based on the driving status data and vehicle physical parameters, the required braking force for the vehicle currently parked on the road is determined, including: The required acceleration is determined based on the vehicle speed and the critical acceleration. The required braking force is determined based on the required acceleration and the vehicle mass.

3. The comfort braking control method according to claim 1, characterized in that, Determining the maximum distribution ratio of the rear axle braking force based on the driving status data and the required braking force includes: The actual slip ratio of the vehicle's front wheels is determined based on the driving status data. The numerical range of the target slip ratio for the rear wheels is determined based on the actual slip ratio of the front wheels; The maximum distribution ratio of the rear axle braking force is determined based on the numerical range of the target slip ratio of the rear wheels.

4. The comfort braking control method according to claim 3, characterized in that, The driving status data includes: vehicle acceleration; and determining the maximum distribution ratio of rear axle braking force based on the numerical range of the target rear wheel slip ratio, including: The actual rear wheel slip ratio is determined based on the driving status data. The numerical range of the actual braking force of the rear axle is determined based on the numerical range of the target slip ratio of the rear wheels, the vehicle acceleration, and the actual slip ratio of the rear wheels. The maximum distribution ratio of the rear axle braking force is determined based on the numerical range of the actual braking force of the rear axle.

5. The comfort braking control method according to claim 4, characterized in that, Determining the maximum distribution ratio of the rear axle braking force based on the numerical range of the actual braking force of the rear axle includes: The maximum actual braking force of the rear axle is determined within the numerical range of the actual braking force of the rear axle. The ratio of the maximum actual braking force of the rear axle to the required braking force is determined as the maximum distribution ratio of the rear axle braking force.

6. The comfort braking control method according to claim 1, characterized in that, Determining the target braking force for the front axle and the target braking force for the rear axle based on the required braking force and the maximum distribution ratio of the rear axle braking force includes: The target braking force of the rear axle is obtained by multiplying the required braking force by the maximum distribution ratio of the rear axle braking force. The difference between the required braking force and the target braking force of the rear axle is calculated to obtain the target braking force of the front axle.

7. The comfort braking control method according to claim 1, characterized in that, The method further includes: The vertical displacement of the vehicle's center of gravity, pitch angle, and the speed of the shock absorbers during braking are obtained. The state vector is determined based on the vertical displacement and pitch angle. Determine the optimal damping coefficient based on the state vector; The optimal damping force is determined based on the optimal damping coefficient and the movement speed of the shock absorber. The vehicle's air suspension is controlled to perform comfort braking based on the optimal damping force.

8. The comfort braking control method according to claim 7, characterized in that, Determining the optimal damping force based on the optimal damping coefficient and the shock absorber's movement speed includes: The reference damping force is obtained by multiplying the optimal damping coefficient by the velocity of the shock absorber. The optimal damping force is determined based on the reference damping force and the preset correction coefficient.

9. The comfort braking control method according to claim 1, characterized in that, The method further includes: Acquire braking status data collected during comfort braking; Determine whether the braking state data meets the preset instability exit trigger condition; If the braking state data meets the preset instability exit trigger condition, the comfort braking control ends.

10. A comfort braking control device, characterized in that, include: The data acquisition module is used to acquire vehicle driving status data and vehicle physical parameters; The first determining module is used to determine the required braking force of a vehicle currently parked on the road based on the driving status data and the vehicle's physical parameters. The second determining module is used to determine the maximum distribution ratio of the rear axle braking force based on the driving status data and the required braking force. The third determining module is used to determine the target braking force of the front axle and the target braking force of the rear axle based on the required braking force and the maximum distribution ratio of the rear axle braking force. A comfort braking module is used to control the vehicle to perform comfort braking based on the target braking force of the front axle and the target braking force of the rear axle.

11. An electronic device, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; The processor, when executing a program stored in memory, implements the comfort braking control method according to any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program for a comfort braking control method, which, when executed by a processor, implements the steps of the comfort braking control method according to any one of claims 1-9.

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